JP2020133324A - Rolling compaction machine - Google Patents

Abstract

To provide a rolling compaction machine capable of appropriately changing a deceleration degree when braking an airframe.SOLUTION: A rolling compaction machine comprises a compaction roller (3), a deceleration device (7) to decelerate an airframe, a speed sensor (31), a distance sensor (33) to detect an obstacle distance (L) from an obstacle located in a travel direction of the airframe, and a controller (40) to control the deceleration device. The controller includes a deceleration degree setting portion (51) to set the maximum deceleration (A1, A2, A3) of the airframe, a collision timing estimation portion (53) to estimate a collision timing (T1) when the airframe collides with the obstacle, and a deceleration controller (55) to control the deceleration device. The deceleration degree setting portion sets the maximum deceleration according to the road surface state. The collision timing estimation portion estimates the collision timing based on the speed of the airframe, obstacle distance and the maximum deceleration. The deceleration controller controls the deceleration device to decelerate the airframe at the maximum deceleration and stop the airframe by the collision timing.SELECTED DRAWING: Figure 4

Description

The present invention relates to a compaction machine, and particularly relates to a technique for improving construction accuracy in road construction.

Rolling machines such as tire rollers are equipped with rolling rollers (for example, rolling tires and iron wheels) that also serve as wheels at the front and rear of the vehicle body in order to compact the pavement material during road surface pavement work. .. In such a compaction machine, the pavement material is compacted by a compaction roller while traveling at a constant speed on a road surface covered with a pavement material such as an asphalt mixture.

In such road surface pavement work, in addition to the operator who operates the compaction machine, workers who check the completeness of the road surface, pedestrians walking in the vicinity, and the pedestrians should not enter the construction range. A plurality of workers, such as guides who guide pedestrians (hereinafter referred to as workers), are working near the compaction machine.
Therefore, it is conceivable that an operator or the like enters in the traveling direction of the compaction machine to suddenly brake the compaction machine.

As described above, sudden braking of the compaction machine reduces the flatness of the road surface, which is not preferable.
Therefore, a technique has been developed in which a compaction machine is gradually stopped when an obstacle is detected by using a sensor that detects an obstacle (Patent Document 1).

Japanese Unexamined Patent Publication No. 2000-314104

By the way, depending on the condition of the road surface, there is a possibility that the flatness of the road surface is not lowered even when the compaction machine is suddenly braked, or the road surface may be roughened even at a set deceleration degree.
Here, in view of the technique disclosed in Patent Document 1, since the compaction machine is slowly decelerated by using the flow rate adjusting valve, the degree of deceleration is determined by the structure of the flow rate adjusting valve. The degree could not be adjusted and there was room for further improvement.

The present invention has been made in view of such a problem, and an object of the present invention is to provide a compaction machine capable of decelerating a compaction machine (airframe) by appropriately changing the degree of deceleration. is there.

In order to achieve the above object, the compaction machine of the present invention is a compaction machine provided with a compaction roller for compacting the road surface and a reduction gear for decelerating the machine body by decelerating the compaction roller. A speed sensor that detects the speed of the aircraft, an obstacle sensor that detects that an obstacle is located in the traveling direction of the aircraft, a distance measuring sensor that detects the obstacle distance between the obstacle and the aircraft, and the like. It has a controller for controlling the speed reducer, and the controller determines the presence or absence of the obstacle based on the deceleration setting unit for setting the maximum deceleration of the aircraft and the detection information from the obstacle sensor. The deceleration setting unit includes an obstacle determination unit, a collision time estimation unit that estimates the collision time when the aircraft collides with the obstacle, and a deceleration control unit that controls the deceleration device. The maximum deceleration is set according to the state, and the collision time estimation unit is set by the speed of the aircraft detected by the speed sensor, the obstacle distance detected by the distance measuring sensor, and the deceleration setting unit. The collision time is estimated based on the maximum deceleration, and the deceleration control unit controls the deceleration device to decelerate the aircraft at the maximum deceleration and stop the aircraft by the collision time. It is characterized by that.

As a result, the collision time is estimated based on the speed of the aircraft, the obstacle distance, and the maximum deceleration set by the deceleration setting unit, and the aircraft is decelerated at the maximum deceleration and stopped by the collision time. It is possible to prevent the aircraft from colliding with an obstacle without lowering the flatness of the road surface.

As another aspect, when the deceleration control unit decelerates the aircraft by the deceleration control unit, the obstacle determination unit determines that the obstacle is not located in the traveling direction of the aircraft. It is preferable to stop the control of the speed reducer.

As a result, when the distance measuring sensor no longer detects an obstacle, the deceleration control of the deceleration device is stopped even if the aircraft is not stopped, so that the obstacle located in the traveling direction of the aircraft moves, for example. It is possible to prevent the aircraft from stopping even in such a case.

As another embodiment, the operator has a road surface condition input switch for inputting the road surface condition, and the deceleration setting unit sets the maximum deceleration according to the road surface condition input to the road surface condition input switch. Is preferable.

As a result, by setting the maximum deceleration according to the road surface condition input by the operator, it is possible to set the maximum deceleration based on the road surface condition.

As another embodiment, the road surface temperature sensor for detecting the temperature of the road surface is provided, the state of the road surface includes the temperature of the road surface, and the deceleration setting unit is the deceleration setting unit of the road surface detected by the road surface temperature sensor. It is preferable to increase the maximum deceleration as the temperature decreases.

As a result, the maximum deceleration is increased as the road surface temperature detected by the road surface temperature sensor decreases, so that, for example, the road surface temperature decreases during the compaction work and the flatness of the road surface becomes less likely to decrease. It is possible to suppress the reduction of the maximum deceleration.

As another aspect, there is a warning device that warns the operator in a predetermined warning mode, the controller includes a warning control unit that controls the warning device, and the warning control unit is the aircraft by the deceleration control unit. It is preferable to control the warning device to warn the operator in a predetermined warning mode when the speed is reduced.

As a result, when the aircraft is decelerated by the deceleration control unit, it is possible to warn the operator that the aircraft is decelerating by controlling the warning device to warn the operator in a predetermined warning mode.

According to the compaction machine of the present invention, the maximum deceleration is set according to the road surface condition by the deceleration setting unit, the collision time is estimated based on the speed of the aircraft, the obstacle distance and the maximum deceleration, and the maximum deceleration is estimated. Since the deceleration is decelerated and the aircraft is stopped by the collision time, the deceleration degree can be appropriately changed according to the road surface condition to decelerate the aircraft.
As a result, it is possible to prevent the aircraft from colliding with an obstacle without lowering the flatness of the road surface.

It is a rear perspective view of the compaction machine which concerns on this invention. It is a rear perspective view of the operation device. It is a table which shows an example of the type of compaction work and the condition of a road surface. It is a block diagram which shows the connection structure of the controller which concerns on the control of the compaction machine of this invention. It is a table which shows the relationship between the type of compaction work and the maximum deceleration. It is a graph which shows the correlation between the distance between an aircraft and an obstacle, and the speed of an aircraft. It is a flowchart which shows the control routine of the compaction machine which concerns on this invention which a controller executes.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
With reference to FIG. 1, a rear perspective view of the compaction machine according to the present invention is shown. The machine body (rolling machine) 1 is a tire roller in which rollers (rolling rollers) 3 are arranged on the front wheels and the rear wheels. This machine body 1 includes an engine 5, an HST (reduction device) 7, and a driver's seat 9. When an operator gets on the driver's seat 9 and operates the engine 5 and the HST 7, the roller 3 is rotated to rotate the machine body. It is possible to roll the road surface 100 while moving 1 forward and backward.

The engine 5 is a diesel engine that operates by burning light oil stored in a fuel tank (not shown) to generate a driving force. The engine 5 is arranged, for example, on the front side of the airframe 1.

The HST 7 is a hydraulic transmission (Hydraulic Static Transmission) that uses the driving force generated by the operation of the engine 5 to flow hydraulic oil and uses the hydraulic oil to drive or decelerate the rollers 3. The HST 7 can accelerate, decelerate, and stop the airframe 1 by operating the accelerator pedal 15, which will be described later.

The driver's seat 9 is a seat in which the operator sits on the seat 9a and operates the aircraft 1. The driver's seat 9 is provided with an operating device 11, an accelerator pedal 15 (see FIG. 1), and a brake pedal 17 (see FIG. 1) in front of the seat 9a.

With reference to FIG. 2, a rear perspective view of the operating device 11 is shown. The operating device 11 is provided with a forward / backward lever 13, a handle 19, a monitor (warning device) 21, a speaker (warning device) 23, and a compaction type changeover switch (road surface condition input switch) 25.

The forward / backward lever 13 is a lever for switching the traveling direction of the aircraft 1, and can be switched to three positions: a forward position, a reverse position, and a neutral position. The forward position is a position where the traveling direction of the aircraft 1 is set forward, and the reverse position is a position where the traveling direction of the aircraft 1 is set backward. The neutral position is a position that prohibits the advance and reverse movement of the aircraft 1.

The accelerator pedal 15 is a pedal that is arranged under the operating device 11 and can be pressed by the operator. The accelerator pedal 15 can change the degree of acceleration / deceleration of the machine body 1 by adjusting the degree of shifting of the HST 7 by adjusting the amount of depression.

Therefore, the operator sets the traveling direction of the aircraft 1 by operating the forward / backward lever 13, and advances or reverses the aircraft 1 by increasing the depression pressure amount of the accelerator pedal 15 to adjust the depression pressure amount of the accelerator pedal 15. By reducing the number, it is possible to decelerate the aircraft 1 and further stop it. Further, the operator can prevent the aircraft 1 from accelerating by, for example, accidentally pressing the accelerator pedal 15 by setting the forward / backward lever 13 to the neutral position.

The brake pedal 17 is a pedal that is arranged under the operating device 11 like the accelerator pedal 15 and can be pressed by the operator. The brake pedal 17 can adjust braking by a friction braking device (not shown) by adjusting the amount of pedal pressure.

The steering wheel 19 is a steering wheel that switches the traveling direction of the aircraft 1 to the left or right. In the airframe 1 which is a tire roller, when the handle 19 is rotated, the roller on the front side of the airframe 1 rotates left and right to switch the traveling direction.

The monitor 21 is a liquid crystal panel provided on the upper side of the operating device 11. Information about the machine 1 such as the speed V of the machine 1 and the rotation speed of the engine 5 is displayed on the monitor 21. The speaker 23 can emit a sound such as a warning sound toward the operator. The compaction type changeover switch 25 is a switch in which the operator selects and switches the content of the compaction work.

With reference to FIG. 3, a table showing an example of the type of compaction work (type of compaction) and the state of the road surface 100 is shown. There are roughly three types of compaction work: initial compaction, secondary compaction, and finish compaction. Hereinafter, the types of each compaction work will be described.

The initial compaction is the initial compaction work after laying the asphalt mixture on the paved road surface, and the initial compaction is performed about twice (one reciprocation). In this initial rolling compaction, the asphalt mixture may adhere to the roller 3 and peel off from the road surface 100 due to the temperature difference between the roller 3 and the road surface 100. Therefore, for example, a liquid agent such as light oil is applied to the roller 3 using a spraying device (not shown). It is necessary to compact the ground while spraying on.

The state of the road surface 100 at the time of the initial rolling is about 100 to 140 ° C., which is higher than that of the road surface 100 at the time of the secondary rolling or the finishing rolling. Further, the state of the road surface 100 at the time of initial rolling is softer (softer) than that at the time of secondary rolling or finish rolling, and there is a risk that the flatness of the road surface 100 will decrease due to acceleration / deceleration of the machine body 1. There is.

The secondary compaction is a compaction operation performed after the initial compaction, and the compaction is performed about 6 times (3 reciprocations). The temperature of the road surface 100 at the time of the secondary compaction is about 70 to 100 ° C., which is lower than that of the road surface 100 at the time of the initial compaction. In addition, the hardness of the road surface 100 at the time of secondary compaction is also harder than that of the road surface 100 at the time of initial compaction (slightly soft to slightly hard).

On the other hand, since the number of rolling compactions is larger than that of the initial rolling compaction, the time required for rolling compaction becomes longer. As a result, in the secondary rolling compaction, the temperature difference and the difference in hardness of the road surface 100 (state of the road surface) may increase between when the work of the secondary rolling compaction is started and when the work is finished. Therefore, in the secondary compaction, if there is a large variation in the speed V and deceleration of the aircraft 1, there is a risk of landing and small waves, so it is necessary to perform the compaction work at an appropriate speed and a constant speed. ..

The finishing rolling compaction is a rolling compaction operation performed after the secondary compaction, and the compaction is performed about twice (one reciprocation). The state of the road surface 100 at the time of finish rolling compaction is that the temperature is less than 70 ° C., which is lower than that of the road surface 100 at the time of secondary compaction. Further, the state of the road surface 100 at the time of finish rolling is also harder (harder) than the road surface 100 at the time of secondary rolling. Therefore, in the finish rolling compaction, the influence of the acceleration / deceleration of the machine body 1 on the flatness of the road surface 100 is smaller than that in the initial rolling compaction and the secondary rolling compaction.

As described above, the state of the road surface 100 has a different temperature and hardness in each rolling operation. Further, in the vicinity of the compaction type changeover switch 25, the name of each compaction operation and the description of the temperature correction ON are displayed as shown in FIG. Therefore, the operator can switch the maximum deceleration A, which will be described later, according to the state of the road surface 100 by appropriately switching the rolling compaction type changeover switch 25 according to this description.

Returning to FIG. 1, the machine body 1 is provided with a speed sensor 31, an infrared sensor (distance measuring sensor, infrared sensor) 33, a temperature sensor (road surface temperature sensor) 35, and a controller 40. The speed sensor 31 is a sensor provided on the roller 3 and can detect the rotation speed of the roller 3. The infrared sensor 33 irradiates the rear of the body 1 with infrared rays, and receives the infrared rays that bounce off the obstacle located behind the body 1 to determine the presence or absence of an obstacle and the distance L (obstacle distance) from the obstacle. It is a sensor that measures the distance. The temperature sensor 35 is a sensor that detects the temperature D of the road surface 100 in a non-contact manner.

With reference to FIG. 4, the connection configuration of the controller 40 related to the control of the compaction machine according to the present invention is shown in a block diagram. The controller 40 is a control device for performing comprehensive control including operation control of the engine 5, and includes an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), and the like. It is configured to include.

A rolling compaction type changeover switch 25, a speed sensor 31, an infrared sensor 33, and a temperature sensor 35 are electrically connected to the input side of the controller 40. As a result, information on the type of compaction work selected by the operator is input from the compaction type selector switch 25, information on the rotation speed of the roller 3 is input from the speed sensor 31, and the aircraft body is input from the infrared sensor 33. Information on the presence or absence of an obstacle behind 1 and the distance L from the obstacle is input, and information on the temperature D of the road surface 100 is input from the temperature sensor 35.

Further, the engine 5, the HST 7, the monitor 21 and the speaker 23 are electrically connected to the output side of the controller 40, and the rotation speed of the engine 5 is changed by controlling the engine 5 to control the HST 7. By changing the acceleration / deceleration of the aircraft 1 and controlling the monitor 21, for example, a warning display (predetermined warning mode) that an obstacle is located behind the aircraft 1 is displayed, and a warning sound is emitted by controlling the speaker 23. It can sound (predetermined warning mode).

Here, the controller 40 is provided with a deceleration setting unit 51, an obstacle determination unit 52, a collision time estimation unit 53, a deceleration control unit 55, and a warning control unit 57. The deceleration setting unit 51 is a setting unit that sets the maximum deceleration A of the machine body 1 based on the information on the type of compaction work and the information on temperature input from the compaction type changeover switch 25 and the temperature sensor 35.

With reference to FIG. 5, a table showing the relationship between the type of compaction work and the maximum deceleration A is shown. According to the table of FIG. 5, the deceleration setting unit 51 multiplies the potential deceleration P, which is the structural maximum deceleration of the HST 7, by a coefficient according to the information of the type of rolling work input from the compaction type changeover switch 25. By doing so, the maximum deceleration A at the time of deceleration is set.

That is, when the rolling compaction type selector switch 25 is "OFF", the maximum deceleration A remains the potential deceleration P (coefficient is 1.0). For example, the compaction type selector switch 25 is "initial compaction". If the coefficient is 0.5, the maximum deceleration A1 is set, and if the rolling compaction type selector switch 25 is "secondary rolling compaction", the coefficient is set to 0.6 for maximum deceleration. The speed A2 is set (when the temperature correction is OFF, which will be described later), and when the rolling compaction type changeover switch 25 is “finishing rolling compaction”, the maximum deceleration A3 is set by setting the coefficient to 0.7.

Therefore, the maximum deceleration A decreases as the type of compaction work input to the compaction type changeover switch 25 becomes the initial stage of compaction. Therefore, the softer the road surface 100, the lower the maximum deceleration A. The maximum deceleration A can be set.

Here, when the rolling compaction type changeover switch 25 is "secondary rolling compaction", the temperature compensation can be further turned ON (temperature compensation ON). In this way, when the rolling compaction type changeover switch 25 is the temperature compensation ON, the maximum deceleration A4 is set by changing the coefficient based on the temperature information input from the temperature sensor 35. As an example, the maximum deceleration A4 is set so that the coefficient increases from 0.6 to 0.7 in proportion to the temperature D of the road surface 100 approaching from 100 ° C. to 70 ° C.

Therefore, the deceleration setting unit 51 increases the maximum deceleration A4 as the temperature D of the road surface 100 detected by the temperature sensor 35 decreases. Therefore, for example, the temperature D of the road surface 100 decreases during the compaction operation. Therefore, it is possible to suppress the decrease of the maximum deceleration A4 even when the hardness of the road surface 100 becomes high and the flatness becomes difficult to decrease.

The obstacle determination unit 52 determines whether or not the obstacle is located behind the aircraft 1 based on the information regarding the presence or absence of the obstacle behind the aircraft 1 detected by the infrared sensor 33.

The collision time estimation unit 53 is the speed V of the aircraft 1 detected by the speed sensor 31, the distance L between the obstacle and the aircraft 1 detected by the infrared sensor 33, and the maximum of the aircraft 1 set by the deceleration setting unit 51. This is an estimation unit that estimates the collision time T1 and the collision limit time T2 based on the deceleration A.

With reference to FIG. 6, a graph showing the correlation between the distance L (horizontal axis) between the aircraft 1 and the obstacle and the speed V (vertical axis) of the aircraft 1 is shown. For example, assuming that the airframe 1 is traveling at a speed V1 (for example, 4 km / h), the time required for the airframe 1 to decelerate at each maximum deceleration A and collide with an obstacle can be calculated using, for example, an equation of motion. It is possible. As a result, the collision time estimation unit 53 can estimate the collision time T1 by calculating the time from the time when the obstacle is detected by the infrared sensor 33 until the aircraft 1 collides with the obstacle.

Further, the collision time estimation unit 53 can estimate the collision limit time T2 as a time point at which the aircraft 1 may collide with an obstacle even if the aircraft 1 decelerates at each maximum deceleration A based on the collision time T1. ..

The deceleration control unit 55 controls the engine 5 and the HST 7 based on the maximum deceleration A set by the deceleration setting unit 51, the collision time T1 estimated by the collision time estimation unit 53, and the collision limit time T2, and the aircraft 1 It is possible to execute deceleration control to decelerate. The warning control unit 57 controls the monitor 21 and the speaker 23 based on the collision time T1 and the collision limit time T2 estimated by the collision time estimation unit 53 to execute warning control for giving a predetermined warning to the operator. it can.

With reference to FIG. 7, a routine showing a control procedure of the compaction machine according to the present invention executed by the controller 40 is shown in a flowchart, and will be described below with reference to the flowchart.
In step S10, the obstacle determination unit 52 determines whether or not there is an obstacle behind the aircraft 1. This step S10 is repeatedly executed until it is determined that the determination result is true (Yes) and there is an obstacle behind the aircraft 1, and when it is determined that there is an obstacle behind the aircraft 1, the process proceeds to step S20. In step S20, the collision time estimation unit 53 estimates the collision time T1 and the collision limit time T2 as described above, and the process proceeds to step S30.

In step S30, whether or not the time when it is determined that there is an obstacle behind the aircraft 1 (hereinafter referred to as the present time) is T2 at the collision limit based on the information regarding the distance L between the aircraft 1 and the obstacle input from the infrared sensor 33. To determine. It is determined that the determination result in step S30 is false (No) and the current time is not T2 at the collision limit, in other words, it is unlikely that the aircraft 1 will collide with an obstacle even if the aircraft 1 is not decelerated at the present time. If it is determined, the process returns to step S10.

On the other hand, it is determined that the determination result in step S30 is true (Yes) and the current time is T2 at the collision limit. In other words, if the aircraft 1 is not decelerated from the present time, there is a high possibility that the aircraft 1 will collide with an obstacle. If it is determined, the process proceeds to step S40.

In step S40, the deceleration control unit 55 executes deceleration control to decelerate the aircraft 1, and the warning control unit 57 executes warning control to give a predetermined warning to the operator. Here, the deceleration control unit 55 controls the deceleration of the machine body 1 by controlling the rotation speed of the engine 5 and the variable speed of the HST 7 so as to obtain the maximum deceleration A set by the deceleration setting unit 51.

Further, the warning control unit 57 displays a warning display indicating, for example, deceleration on the monitor 21, and sounds a buzzer from the speaker 23 to cause the aircraft 1 to decelerate regardless of the operation of the operator or to the rear of the aircraft 1. Warn the operator that there is an obstacle in.

Therefore, in steps S10 and S20, if it is determined that there is an obstacle behind the aircraft 1 (Yes in step S10), T2 at the collision limit is estimated (step S20). Then, if the collision limit time T2 is not at the present time in steps S30 and S40 (No in step S30), it is not necessary to decelerate the aircraft 1 at the present time, so the process returns to step S10.

On the other hand, if the collision limit time T2 is the current time in steps S30 and S40 (Yes in step S30), the aircraft 1 needs to be decelerated immediately at the present time. Therefore, the deceleration control unit 55 shifts the engine speed and the HST7. By controlling the degree, the aircraft 1 is started to be decelerated at the maximum deceleration A (step S40).

At this time, the maximum deceleration A is a value set by the deceleration setting unit 51 as described above, and is a deceleration that does not reduce the flatness of the road surface 100. Therefore, in step S40, it is possible to prevent the aircraft 1 from colliding with an obstacle located behind the aircraft 1 while decelerating the aircraft 1 so as not to lower the flatness of the road surface 100.

Further, in step S40, the warning control unit 57 controls the monitor 21 and the speaker 23 to warn the operator that the aircraft 1 decelerates regardless of the operator's operation and that there is an obstacle behind the aircraft 1. As a result, it is possible to make the operator recognize that the aircraft 1 is decelerated by the deceleration control of the deceleration control unit 55, and to urge the operator to prepare for deceleration and move the obstacle.

In step S50, as in step S10, it is detected whether or not there is an obstacle behind the aircraft 1. The determination result in step S50 is false (No), and it is determined that there is no obstacle behind the machine 1, in other words, a worker working around the machine 1 has moved as an obstacle behind the machine 1. In such a case, the process proceeds to step S70 to end the deceleration control executed by the deceleration control unit 55 and the warning control executed by the warning control unit 57. On the other hand, if the determination result in step S50 is true (Yes) and it is determined that there is an obstacle behind the aircraft 1, the process proceeds to step S60.

In step S60, it is determined whether or not the speed V of the machine body 1 calculated from the rotation speed of the roller 3 detected by the speed sensor 31 is 0, that is, whether or not the machine body 1 is stopped. If it is determined that the determination result in step S60 is false (No) and the aircraft 1 is not stopped, the process returns to step S50. On the other hand, when it is determined that the determination result in step S60 is true (Yes) and the aircraft 1 is stopped, the process proceeds to step S70, and the deceleration control and the warning control are terminated as described above.

As a result, in steps S50 to S70, it is detected that an obstacle is located behind the aircraft 1 (Yes in step S50), and it is determined that the aircraft 1 is not stopped (No in step S60). Continue deceleration control and warning control. Therefore, if the obstacle continues to be located in the traveling direction of the aircraft 1, the aircraft 1 can be decelerated and stopped until the aircraft 1 stops (Yes in step S60).

On the other hand, if it is determined in steps S50 to S70 that no obstacle is located behind the aircraft 1 (No in step S50), the deceleration control and the warning control are terminated (stopped) (step S70). As a result, for example, an obstacle located in the traveling direction of the aircraft 1 moves, and there is no possibility that the obstacle behind the aircraft 1 collides with the aircraft 1 without continuing the deceleration of the aircraft 1. The aircraft 1 can be decelerated only when the deceleration of the aircraft 1 is required.

As described above, in the compaction machine according to the present invention, in the compaction machine provided with the roller 3 for compacting the road surface 100 and the HST7 for decelerating the machine body 1 by decelerating the roller 3, the machine body 1 A speed sensor 31 that detects the speed V, an infrared sensor 33 that detects an obstacle located in the traveling direction of the aircraft 1 and detects the distance L between the obstacle and the aircraft 1, and a controller 40 that controls the HST 7. The controller 40 estimates the deceleration setting unit 51 that sets the maximum deceleration A of the aircraft 1, the obstacle determination unit 52 that determines the presence or absence of an obstacle, and the collision time when the aircraft 1 collides with an obstacle. The collision time estimation unit 53 includes a deceleration control unit 55 that decelerates the HST 7, the deceleration setting unit 51 sets the maximum deceleration A according to the state of the road surface 100, and the collision time estimation unit 53 sets the maximum deceleration A. , The collision time is estimated based on the speed V of the aircraft 1 detected by the speed sensor 31, the distance L detected by the infrared sensor 33, and the maximum deceleration A set by the deceleration setting unit 51, and the deceleration control unit 55. Controls the deceleration of the HST 7 to decelerate the aircraft 1 at the maximum deceleration A, and stops the aircraft 1 by the collision time.

Therefore, the collision time is estimated based on the speed V, the distance L, and the maximum deceleration A set by the deceleration setting unit 51 of the aircraft 1, decelerating at the maximum deceleration A, and stopping the aircraft 1 by the collision time. Therefore, it is possible to prevent the aircraft 1 from colliding with an obstacle without lowering the flatness of the road surface 100.

Then, while the deceleration control unit 55 decelerates the aircraft 1, the obstacle determination unit 52 determines that no obstacle is located in the traveling direction of the aircraft 1, and the deceleration of the HST 7 is decelerated. Since the control is stopped, it is possible to prevent the aircraft 1 from being stopped even when an obstacle located in the traveling direction of the aircraft 1 moves, for example.

Then, the operator has a rolling type switching switch 25 for inputting the state of the road surface 100 by selecting the rolling type, and the deceleration setting unit 51 is the road surface 100 input to the rolling type switching switch 25. Since the maximum deceleration A is set according to the state, the maximum deceleration A can be set based on the state of the road surface 100 related to the selected rolling compaction type.

Then, it has a temperature sensor 35 that detects the temperature D of the road surface 100, the state of the road surface 100 includes the temperature D of the road surface 100, and the deceleration setting unit 51 is the temperature of the road surface 100 detected by the temperature sensor 35. Since the maximum deceleration A4 is increased as D becomes lower, for example, the maximum deceleration A4 is reduced even when the temperature D of the road surface 100 decreases during the compaction work and the flatness of the road surface 100 becomes difficult to decrease. Can be suppressed from being lowered.

A monitor 21 that warns the operator in a predetermined warning mode is provided, the controller 40 includes a warning control unit 57 that controls the monitor 21, and the warning control unit 57 decelerates the aircraft 1 by the deceleration control unit 55. At this time, since the monitor 21 is controlled to warn the operator in a predetermined warning mode, it is possible to warn the operator that the aircraft 1 is decelerating.

This is the end of the description of the compaction machine according to the present invention, but the present invention is not limited to the above embodiment and can be changed without departing from the gist of the invention.
For example, in the present embodiment, the tire roller has been used as the machine body 1, but a rolling machine such as a vibrating roller or a macadam roller may be used.

Further, in the present embodiment, the maximum deceleration A2 has a coefficient of 0.6 when the rolling compaction type changeover switch 25 is "secondary rolling compaction", but may be 0.7 or 0.65.
In particular, in the present embodiment, the temperature compensation can be turned on when the compaction type changeover switch 25 is "secondary compaction", but the temperature compensation is performed in all compaction operations. Alternatively, the coefficient may be changed only according to the temperature D without switching by the compaction type changeover switch 25.

Further, in the present embodiment, the control procedure of the compaction machine according to the present invention, which is executed by the controller using the flow of FIG. 7, has been described, but the order of each step is an example, and the order may be changed as appropriate. Good.

Further, in the present embodiment, although it has been described that the HST7 is used to decelerate the airframe 1, a friction braking device (not shown) may be controlled to decelerate the airframe 1.

1 Aircraft 3 Rollers (Rolling rollers)
7 HST (reducer)
21 Monitor (warning device)
23 Speaker (warning device)
25 Rolling type changeover switch (road surface condition input switch)
31 Speed sensor 33 Infrared sensor (distance measuring sensor, obstacle sensor)
35 Temperature sensor (Road surface temperature sensor)
40 Controller 51 Deceleration setting unit 52 Obstacle determination unit 53 Collision time estimation unit 55 Deceleration control unit 57 Warning control unit

Claims (5)

Rolling rollers that compact the road surface,
In a compaction machine provided with a reduction gear for decelerating the machine body by decelerating the compaction roller.
A speed sensor that detects the speed of the aircraft and
An obstacle sensor that detects the position of an obstacle in the direction of travel of the aircraft, and
A distance measuring sensor that detects the distance between the obstacle and the aircraft,
It has a controller for controlling the speed reducer and
The controller
A deceleration setting unit that sets the maximum deceleration of the aircraft,
An obstacle determination unit that determines the presence or absence of the obstacle based on the detection information from the obstacle sensor,
A collision time estimation unit that estimates the collision time when the aircraft collides with the obstacle,
Including a deceleration control unit that controls the deceleration device,
The deceleration setting unit sets the maximum deceleration according to the condition of the road surface.
The collision time estimation unit determines the collision based on the speed of the aircraft detected by the speed sensor, the obstacle distance detected by the distance measuring sensor, and the maximum deceleration set by the deceleration setting unit. Estimate the time and
The deceleration control unit is a compaction machine characterized in that it controls the deceleration device to decelerate the airframe at the maximum deceleration and stop the airframe by the collision time. While the deceleration control unit is decelerating the aircraft, the deceleration control unit determines that the obstacle is not located in the traveling direction of the aircraft by the obstacle determination unit, and controls the deceleration device. The compaction machine according to claim 1, wherein the rolling mill is stopped. It has a road surface condition input switch for inputting the road surface condition by an operator.
The compaction machine according to claim 1, wherein the deceleration setting unit sets the maximum deceleration according to the road surface condition input to the road surface condition input switch. It has a road surface temperature sensor that detects the temperature of the road surface.
The condition of the road surface includes the temperature of the road surface.
The compaction machine according to claim 1, wherein the deceleration setting unit increases the maximum deceleration as the temperature of the road surface detected by the road surface temperature sensor decreases. It has a warning device that warns the operator in a predetermined warning mode.
The controller includes a warning control unit that controls the warning device.
The rolling compaction according to claim 1, wherein the warning control unit controls the warning device to warn the operator in a predetermined warning mode when the aircraft is decelerated by the deceleration control unit. machine.

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