JP7075384B2 - Rolling machine - Google Patents

Description

The present invention relates to a compaction machine and particularly relates to a technique for improving deceleration accuracy by deceleration control.

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 machine to compact the paving material during road pavement work. .. Such a compaction machine performs compaction work by compacting the pavement material with 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 pedestrians who walk so as not to enter the construction range. A plurality of workers, such as a pedestrian who guides a person (hereinafter referred to as a worker), are working near the compaction machine.

Therefore, it is conceivable that the rolling machine and the worker may collide with each other when the worker or the like enters in the traveling direction of the rolling machine.
Therefore, a technique has been developed in which a compaction machine is decelerated and stopped immediately after an obstacle is detected by using a sensor for detecting an obstacle (Patent Document 1).

Japanese Unexamined Patent Publication No. 2019-12394

By the way, when decelerating a compaction machine, the degree of deceleration and the timing at which deceleration starts affect the braking distance and the stop timing of the machine. For this reason, for things that may fluctuate (airframe fluctuation factors) such as the resistance value of the rollers and the road surface and the mass of the airframe, design studies are conducted assuming the maximum possible value, and the degree of deceleration and the degree of deceleration The time to start deceleration has been decided.

Here, in view of the technique disclosed in Patent Document 1, the time to start deceleration is calculated based on the speed of the aircraft and the distance to the obstacle, but there is some margin in consideration of the fluctuation factor of the aircraft. Is set to the distance provided (paragraph 0029).

Therefore, if such a fluctuation factor causes the deceleration of the aircraft to be higher than expected, the aircraft will be decelerated and stopped until it is not necessary to decelerate yet. Such unnecessary deceleration and stopping are not preferable because they reduce the workability of the rolling compaction work and roughen the road surface.

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 improving the accuracy of a deceleration mode related to deceleration control of an airframe.

In order to achieve the above object, the compaction machine of the present invention controls the reduction gear in a compaction machine provided on the machine body and provided with a roller for compacting the road surface and a speed reduction device for decelerating the machine body. The controller includes a deceleration mode determination unit for determining a deceleration mode of the airframe and a deceleration control unit for controlling the deceleration device, and the deceleration mode determination unit is the mass of the airframe. The deceleration mode is determined according to the amount of fluctuation of the deceleration mode, and the deceleration control unit controls the deceleration device according to the deceleration mode determined by the deceleration mode determination unit.

As a result, the deceleration mode is determined according to the amount of fluctuation in the mass of the airframe, and the deceleration device is controlled according to the deceleration mode. It is possible to decelerate the airframe in a deceleration mode such as a deceleration mode such as a braking force at a mass as an index or a deceleration or deceleration start timing that is lower or later than the deceleration start timing.

As another embodiment, the tank is provided with a tank for storing the liquid, the storage amount detection sensor for detecting the storage amount which is the amount of the liquid stored in the tank is provided, and the deceleration mode determination unit has the storage amount. It is preferable to determine the deceleration mode according to the fluctuation amount of the stored amount detected by the detection sensor.

As a result, the deceleration mode is determined according to the fluctuation amount of the storage amount detected by the storage amount detection sensor, and the deceleration mode is determined according to the water storage amount of the water tank 11 which is a factor of the fluctuation of the mass of the airframe. It is possible to do.

As another embodiment, the vehicle has an obstacle sensor that detects the distance between the aircraft and an obstacle located in the traveling direction of the aircraft, and the deceleration mode determination unit includes the aircraft detected by the obstacle sensor and the aircraft. It is preferable to determine the deceleration mode based on the distance to the obstacle.

As a result, the deceleration mode is determined based on the distance between the aircraft and the obstacle detected by the obstacle sensor. It is possible to determine the deceleration mode for decelerating and stopping the aircraft before it comes into contact with.

As another aspect, it is preferable that the deceleration mode determination unit delays the timing of starting deceleration as the mass of the airframe decreases.
As a result, by delaying the timing at which deceleration starts as the mass of the airframe decreases, it is possible to delay the timing at which deceleration control starts and suppress the operation of deceleration control at unnecessary timings.

As another aspect, it is preferable that the deceleration mode determination unit determines the deceleration mode according to the amount of fluctuation in the mass of the machine based on the presence or absence of the weight member that increases the weight of the machine.
As a result, the deceleration mode according to the presence or absence of the weight member, which is the cause of the change in the mass of the airframe, is determined by determining the deceleration mode according to the fluctuation amount of the mass of the airframe based on the presence or absence of the weight member that increases the weight of the airframe. Can be determined.

According to the compaction machine of the present invention, the deceleration mode is determined according to the fluctuation amount of the mass of the machine, and the deceleration device is controlled according to the deceleration mode. Therefore, for example, the mass of the machine is used as an index for determining the deceleration mode. When the mass is less than the mass to be decelerated, the aircraft can be decelerated in a deceleration mode in which the deceleration by the deceleration device or the deceleration start timing is lowered or delayed from the braking force at the index mass or the deceleration start timing.
This makes it possible to improve the accuracy of the deceleration mode related to the deceleration control of the airframe.

It is a side view of the aircraft. It is a block diagram which showed the connection composition of the controller which concerns on deceleration control. It is a flowchart which shows the routine of the control procedure in deceleration control executed by a controller. It is a flowchart which shows the routine of the calculation procedure in the machine mass by the machine mass calculation part. It is a graph which shows the relationship between the airframe mass and the limit distance when the speed of the airframe is 9km / h. It is explanatory drawing explaining the relationship between the speed and the distance of an airframe.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
With reference to FIG. 1, a side view of the airframe 1 is shown. The machine body 1 is a tire roller provided with a rolling roller (roller) 3 in the front-rear direction, and by driving the rolling roller 3, it is possible to move forward and backward and compact the road surface 100. The machine body 1 includes an engine 5, an HST (reduction device) 7, a braking device (reduction device) 9, a water tank (tank) 11, and a ballast (weight member) 12.

The engine 5 is, for example, a diesel engine that burns light oil as fuel to generate driving force. The HST (Hydraulic Static Transmission) 7 is a transmission that is driven by the driving force of the engine 5 and adjusts the rotation speed and torque of the rolling roller 3. As a result, the HST 7 can drive the rolling roller 3 by using the driving force of the engine 5 or operate the so-called HST brake that decelerates the rolling roller 3 by cutting off the driving force of the engine 5. It is possible.

The braking device 9 is a friction braking device that brakes the rotation of the rolling roller 3, and can be used to reliably stop the machine 1 by using it when the machine 1 is parked.

The water tank 11 is a tank formed inside the frame of the machine body 1, and can store up to 4000 L (maximum storage amount _Ms ) of water (liquid), for example. The water stored in the water tank 11 is water sprayed from the spray nozzle 13 to the compaction roller 3, rear sprinkling water sprinkled from the watering nozzle 15 to the rear of the machine body 1, and water is supplied from the water supply pump 17 to other machines. It is consumed by the water supply. Further, the water tank 11 takes in water from a river or the like by driving the water supply pump 17 in the direction opposite to the water supply, and opens the water supply port 11a provided on the upper side of the water tank 11 to pour water. It is possible to replenish water by doing so.

The ballast 12 is a metal weight fixed to the frame of the machine body 1, for example, having a weight of about 2 tons, and is attached for the purpose of increasing the mass of the machine body 1. By increasing the mass of the machine body 1 in this way, it is possible to increase the pressure applied to the road surface 100 from the rolling roller 3 to improve the work efficiency of the rolling work. The ballast 12 is attached, for example, in the production process of the machine body 1, and the storage unit 37 described later stores that the ballast 12 is attached to the machine body 1.

The machine 1 is provided with a speed sensor 21, an infrared sensor (obstacle sensor) 23, and a water remaining amount sensor (reservoir detection sensor) 25. The speed sensor 21 is provided on the rotation shaft of the rolling roller 3, and is a sensor that detects the number of rotations of the rolling roller 3 per unit time, and can detect the speed of the machine body 1. The infrared sensor 23 is a sensor provided on the front side and the rear side of the machine body 1, and can detect the presence or absence of an obstacle 101 located in the traveling direction of the machine body 1 and the distance from the obstacle 101.

The water remaining amount sensor 25 is a sensor that detects the amount of water (reservoir amount) stored in the water tank 11. For example, an electrical signal indicates the amount of water stored in the water tank 11 detected by the tornado type level meter 25a. It is possible to convert to and input to the controller 27 described later. The remaining water sensor 25 may use a sensor such as a sensor for detecting capacitance, a pressure sensor, a float sensor, or the like, as long as it can detect the amount of water stored in the water tank 11.

Referring to FIG. 2, the connection configuration of the controller 27 related to the deceleration control is shown in the block diagram. The controller 27 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 speed sensor 21, an infrared sensor 23, and a water remaining amount sensor 25 are electrically connected to the input side of the controller 27, and information on the speed of the machine body 1 is input from the speed sensor 21 and from the infrared sensor 23. Is input information regarding whether or not the obstacle 101 is located in the traveling direction of the aircraft 1 and the distance between the obstacle 101 and the aircraft 1, and the amount of water stored in the water tank 11 is input from the water remaining amount sensor 25. Information about is entered.

On the other hand, the HST 7 and the braking device 9 are electrically connected to the output side of the controller 27, and the machine body 1 can be decelerated by controlling the HST 7, and the machine body 1 can be controlled by controlling the braking device 9. It can be parked and stopped reliably.

Further, the controller 27 includes an obstacle presence / absence determination unit 31, an obstacle distance determination unit 33, an aircraft mass calculation unit (deceleration mode determination unit) 35, a storage unit 37, a deceleration start timing determination unit (deceleration mode determination unit) 39, and deceleration. The control unit 41 is provided.
The obstacle presence / absence determination unit 31 is a determination unit that determines whether or not the obstacle 101 is located in the traveling direction of the machine body 1 by the infrared sensor 23. The obstacle distance determination unit 33 is a determination unit that determines the distance _Ln between the machine body 1 and the obstacle 101 by the infrared sensor 23.

The machine mass calculation unit 35 is a calculation unit that calculates the mass of the machine 1 (machine mass _Mn ). The storage unit 37 is a storage unit that stores the maximum mass M _max of the machine body 1, the presence / absence of the ballast 12, the mass of the ballast 12 (ballast mass M _b ), and the maximum storage amount M _s . Here, the maximum mass M _max of the airframe 1 is a state in which the water tank 11 and the fuel tank (not shown) are full, the operator is on board, and all other factors other than the ballast 12 that make the airframe 1 heavy are mounted. Indicates the mass assuming.

The deceleration start time determination unit 39 determines the distance (limit distance L _lim ) between the aircraft 1 and the obstacle 101 at the time when the deceleration of the aircraft 1 must be started in order to avoid the collision between the aircraft 1 and the obstacle 101. It is a judgment unit for judgment. The deceleration control unit 41 is a control unit that controls the HST 7 and the braking device 9 to decelerate and stop the machine body 1.

With reference to FIG. 3, a flowchart showing a control procedure for deceleration control executed by the controller 27 is shown in a flowchart, which will be described below with reference to the flowchart.

In step S10, the obstacle presence / absence determination unit 31 determines whether or not the obstacle 101 is located in the traveling direction of the aircraft 1. If it is determined that the determination result in step S10 is false (No) and the obstacle 101 is not located in the traveling direction of the aircraft 1, this routine is terminated, and the determination result in step S10 is true (Yes) to advance the aircraft 1. If it is determined that the obstacle 101 is located in the direction, the process proceeds to step S20.

In step S20, the machine mass calculation unit 35 calculates the machine mass _Mn .
With reference to FIG. 4, a routine showing a procedure for calculating the airframe mass _Mn by the airframe mass calculation unit 35 is shown in a flowchart, and will be described below with reference to the same flowchart. For convenience of explanation, the first set mass M ₁ and the second set mass M ₂ are used as temporary set values used for calculating the machine mass M _n .

In step S110, it is determined from the information stored in the storage unit 37 whether or not the ballast 12 is attached to the machine body 1. If it is determined that the determination result in step S110 is false (No) and the ballast 12 is not attached to the machine body 1, the process proceeds to step S120, and the value of the maximum mass M _max is set as the _first set mass M1 to move to step S140. ..

Here, in the present embodiment, since the ballast 12 is attached to the machine body 1, the determination result in step S110 is true (Yes), and the process proceeds to step S130. In step S130, the process proceeds to step S140 with the value obtained by adding the ballast mass M _b (variation amount) to the maximum mass M _max as the first set mass M ₁ .

As described above, in steps S110 to S130, when the ballast 12 is attached to the machine body 1 (Yes in step S110), the value obtained by adding the ballast mass M _b to the maximum mass M _max is the first set mass M ₁ . By setting as (step S130), the mass of the ballast 12 can be added and calculated in the calculation of the mass _Mn of the machine body. In particular, as described above, since the mass of the ballast 12 is 2 tons, the error of the body mass M _n can be reduced by a maximum of 2 tons by adding the ballast mass M _b .

In step S140, it is determined whether or not the water tank 11 is full from the information regarding the amount of water stored in the water tank 11 detected by the water remaining amount sensor 25. When it is determined that the determination result in step S140 is true (Yes) and the water tank 11 is full, the process proceeds to step S150, and the value of the _first set mass M1 is set to the _second set mass M2 to move to step S170. .. Further, if it is determined that the determination result in step S140 is false (No) and the water tank 11 is not full, the process proceeds to step S160.

In step S160, the amount of water stored in the water tank 11 is subtracted from the maximum stored amount _Ms to calculate the amount of decrease in water (variable amount, water consumption amount _Mw ) with respect to the maximum stored amount _Ms , and the first set mass is obtained. The process proceeds to step S170 with the value obtained by subtracting the water consumption amount M _w from M ₁ as the second set mass M ₂ .

Then, in step S170, the second set mass M ₂ set in step S150 or step S160 is set as the machine mass _Mn , and the calculation routine of the machine mass _Mn by the machine body mass calculation unit 35 ends.

By the way, since the ballast mass M _b is added to the maximum mass M _max of the machine body 1 depending on the determination result of the step S110, the first set mass M ₁ is the mass of the machine body 1 when the water tank 11 is full. be. That is, the first set mass M ₁ is the mass when the machine body 1 becomes the heaviest as much as possible.

Therefore, in steps S140 to S170, if the water tank 11 is not full (Yes in step S160), the water consumption amount M _w is subtracted from the first set mass M ₁ set in step S120 or step S130. By setting the second set mass M ₂ and further setting the second set mass M ₂ to the machine mass M _n (steps S160 and S170), the calculation accuracy of the machine mass M _n can be improved. In particular, since the machine body 1 according to the present embodiment can store up to 4000 L of water in the water tank 11, the error of the machine body mass _Mn can be increased up to 4 t by subtracting the water consumption amount M _w . Can be reduced.

Returning to the deceleration control flow of FIG. 3, after calculating the machine mass _Mn in step S20, the process proceeds to step S30. In step S30, the deceleration start time determination unit 39 determines the deceleration start time.

Referring to FIG. 5, as an example of determining the limit distance L _lim , the relationship between the body mass _Mn (vertical axis) and the limit distance L _lim (horizontal axis) when the speed of the machine 1 is 9 km / h is graphed. Indicated by.

From the information on the speed of the machine 1 detected by the speed sensor 21, the deceleration start time determination unit 39 holds a graph as shown in FIG. 5 when the speed of the machine 1 is 9 km / h. Here, _assuming that the speed of the machine 1 is V and the acceleration when the body mass is M _n , the following equation (1) for the limit distance L _lim holds.

Further, _assuming that the acceleration when the body mass M _n is the maximum mass M _max is a _max (constant), the following equation (2) for an is established.

In this way, the limit distance L _lim can be calculated by obtaining the acceleration using the machine mass _Mn calculated by the machine mass calculation unit 35 and substituting the speed of the machine 1 detected by the speed sensor 21 into V. can.
Therefore, the deceleration start time determination unit 39 determines when the distance L _n between the aircraft 1 and the obstacle 101 is the limit distance L _lim as the deceleration start time, and proceeds to step S40.

In step S40, it is determined whether or not the distance L _n is equal to or less than the limit distance L _lim , that is, whether or not the deceleration start time is reached. If it is determined that the determination result in step S40 is false (No) and it is not the deceleration start time, the present routine is terminated. On the other hand, if it is determined that the determination result in step S40 is true (Yes) and it is the deceleration start time, the process proceeds to step S50. In step S50, the deceleration control unit 41 controls the HST 7 and the braking device 9 to decelerate and stop the machine body 1, and end this routine.

Therefore, in steps S30 to 50, the deceleration start time is determined by calculating the limit distance L _lim based on the aircraft mass M _n (step S30), and when the distance L _n is the limit distance L _lim , that is, the deceleration start time. (Yes in step S40) can decelerate the aircraft 1. As a result, the routine is repeatedly executed after the deceleration control of the machine body 1 is completed.

With reference to FIG. 6, an explanatory diagram explaining the relationship between the speed (vertical axis) and the distance _Ln (horizontal axis) of the airframe 1 is shown. The effect will be explained.

Here, in FIG. 6, the position of the obstacle 101 is set to the point _P0 , and when the machine mass _Mn is 8t, that is, the ballast 12 is not attached (No in step S110) and the water tank 11 is empty (No). The position corresponding to the limit distance L _lim when No in step S140 and the water consumption amount M _w = 4t) is set as the _point P1.

Further, when the body mass _Mn is 12t, that is, when the ballast 12 is not attached (No in step S110) and the water tank 11 is full (Yes in step S140), or when the ballast 12 is attached. The position corresponding to the limit distance L _lim when the cage (Yes in step S110) and the amount of water stored in the water tank 11 is 2t (No in step S140, water consumption M _{w =} 2t) is set as the point P2. ..

Furthermore, it corresponds to the limit distance L _lim when the body mass _Mn is 14t, that is, when the ballast 12 is attached (Yes in step S110) and the water tank 11 is full (Yes in step S140). The position is the point _P3 .

For example, assuming that the machine mass calculation unit 35 does not calculate the machine mass _Mn and the deceleration start time is not determined based on the machine mass _Mn , it is possible to prevent the obstacle 101 and the machine 1 from colliding with each other. Therefore, it is conceivable to set the limit distance L _lim as a fixed value assuming that the body mass _Mn is 14t. In this case, when the airframe mass _Mn is 8t, the airframe ₁ stops at a position separated from the obstacle 101 at points P1 to P3 (see ( ₁ ) in FIG. 6).

In the present invention, when the airframe mass _Mn is 8t, when the airframe mass _Mn is 12t, and when the airframe mass _Mn is 14t, the airframe ₁ stops at the point P0 at any time. Here, according to the inclination of the graph of FIG. 6, the inclination becomes smaller as the body mass _Mn becomes larger. That is, as the mass _Mn of the airframe increases, the deceleration of the airframe 1 decreases according to the law of inertia.

Therefore, after the machine mass calculation unit 35 calculates the machine mass _Mn , the deceleration mode is determined based on the machine mass _Mn , that is, the limit distance L _lim is calculated and the deceleration start time is determined. Can be prevented from stopping more than necessary. Thereby, the deceleration mode can be determined according to the fluctuation amount of the machine mass _Mn .

As described above, in the compaction machine according to the present invention, the HST7 is controlled in the compaction machine provided on the machine body 1 and provided with the rolling compaction roller 3 for compacting the road surface 100 and the HST7 for decelerating the machine body 1. The controller 27 is provided.

Further, the controller 27 includes a machine mass calculation unit 35 for determining the deceleration mode of the machine 1, a deceleration start time determination unit 39, and a deceleration control unit 41 for controlling the HST 7, and includes the machine mass calculation unit 35 and the deceleration start time determination. Part 39 determines the deceleration mode such as the deceleration start timing according to the fluctuation amount of the machine mass _Mn with respect to the maximum mass M _max , that is, the fluctuation amount of the machine mass _Mn depending on the presence or absence of the water consumption amount M _w and the ballast mass M _b . After making a determination (steps S20 to S40), the deceleration control unit 41 controls the HST 7 according to the deceleration mode determined by the machine mass calculation unit 35 and the deceleration start time determination unit 39 (step S50).

Therefore, the deceleration mode is determined according to the fluctuation amount of the aircraft mass M _n , and the HST 7 is controlled according to the deceleration mode. Therefore, for example, the aircraft mass M _n is the maximum mass M used as an index for determining the deceleration mode. When it decreases from _max , the aircraft 1 can be decelerated in a deceleration mode in which the deceleration by HST 7 or the deceleration start timing is lowered or delayed from the braking force at the aircraft mass _Mn as an index or the deceleration start timing.

A water tank 11 for storing water is provided, a water remaining amount sensor 25 for detecting the amount of water stored in the water tank 11 is provided, and the machine mass calculation unit 35 and the deceleration start time determination unit 39 are for storing the amount of water. Since the deceleration mode is determined according to the fluctuation amount of water consumption M _w , the deceleration mode can be determined according to the amount of water stored in the water tank 11 which is a factor of fluctuation in the mass of the machine 1. ..

In particular, it has an infrared sensor 23 that detects the distance _Ln between the aircraft 1 and the obstacle 101 located in the traveling direction of the aircraft 1, and the deceleration start time determination unit 39 has an obstacle 1 and the obstacle detected by the infrared sensor 23. Since the deceleration mode is determined based on the distance L _n with the object 101, it is detected that the distance L _n is the limit distance L _lim , which is the distance at which the aircraft 1 may come into contact with the obstacle 101. Then, it is possible to determine the deceleration mode for decelerating and stopping the aircraft 1 before the aircraft 1 comes into contact with the obstacle 101.

Then, as a deceleration mode, the deceleration start time determination unit 39 delays the deceleration start timing as the body mass _Mn decreases, that is, the limit distance calculated by the deceleration start time determination unit 39 as the water consumption M _w increases. Since the L _lim is shortened, it is possible to delay the deceleration start timing and suppress the operation of the deceleration control at an unnecessary timing.

Then, the machine mass calculation unit 35 and the deceleration start time determination unit 39 determine the deceleration mode according to the fluctuation amount of the mass of the machine 1 based on the presence or absence of the ballast 12 that increases the weight of the machine 1. It is possible to determine the deceleration mode according to the presence or absence of the ballast 12, which is a factor of fluctuation in the mass of the machine 1.

This concludes 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 present invention.

For example, in the present embodiment, the water remaining amount sensor 25 and the storage unit 37 detect and store the water consumption amount M _w and the ballast mass M _b , and calculate the fluctuation amount of the machine mass _Mn from these fluctuation amounts. However, a mass sensor for detecting the mass _Mn of the machine body may be provided on the rotating shaft of the rolling roller 3.

Further, in the present embodiment, the ballast mass M _b is added to the maximum mass M _max in the calculation procedure (FIG. 4) of the machine mass M _n by the machine mass calculation unit 35 (step S130), and water is obtained from the maximum mass M _max . The consumption amount M _w is subtracted (step S106), but the value obtained by adding the ballast mass M _b to the maximum mass M _max is used as an index value, and the value is subtracted according to each case (steps S110 and S140). Alternatively, the value obtained by subtracting the water consumption amount M _w from the maximum mass M _max may be used as an index value, and may be added according to each case (steps S110 and S140).

Further, in the present embodiment, the limit distance L _lim is calculated based on the machine mass _Mn calculated in step S20 to determine the deceleration start time, but for example, it is proportional to the increase rate of the machine mass _Mn . The deceleration mode may be such that the braking force of the HST 7 or the braking device 9 is increased and the deceleration becomes constant.

Further, in the present embodiment, the presence / absence of the ballast 12 is stored in the storage unit 37, but the operator may arbitrarily set it.

Further, in the present embodiment, when the infrared sensor 23 detects that the obstacle 101 is located in the traveling direction of the aircraft 1 (step S10), the deceleration mode is controlled, but it depends on HST7 during normal driving. The deceleration of the so-called HST brake may be changed according to the body mass _Mn .

Further, in the present embodiment, the deceleration control procedure by the controller 27 has been described using the flows of FIGS. 3 and 4, but the order of the flows is an example, and the order is changed to the extent that the present invention can be implemented. May be good. Similarly, the numerical values in the graphs of FIGS. 5 and 6 and the mathematical formulas of the above equations (1) and (2) are also examples, and may be changed as appropriate.

1 Aircraft 3 Rolling roller (roller)
7 HST (deceleration device)
9 Braking device (deceleration device)
11 Water tank (tank)
12 Ballast (weight member)
23 Infrared sensor (obstacle sensor)
25 Water remaining amount sensor (reservoir detection sensor)
27 Controller 35 Aircraft mass calculation unit (deceleration mode determination unit)
39 Deceleration start time determination unit (deceleration mode determination unit)
41 Deceleration control unit

Claims (5)

Rollers installed on the aircraft to compact the road surface,
In a compaction machine provided with a speed reducing device for decelerating the machine body,
It has a controller that controls the deceleration device, and has a controller.
The controller
A deceleration mode determination unit that determines the deceleration mode of the aircraft, and a deceleration mode determination unit.
Including a deceleration control unit that controls the deceleration device,
The deceleration mode determination unit determines the deceleration mode according to the amount of fluctuation in the mass of the aircraft.
The deceleration control unit is a compaction machine characterized in that the deceleration device is controlled according to the deceleration mode determined by the deceleration mode determination unit. Equipped with a tank to store liquid
It has a storage amount detection sensor that detects a storage amount that is the amount of the liquid stored in the tank.
The deceleration mode determination unit determines the deceleration mode according to the fluctuation amount of the storage amount detected by the storage amount detection sensor.
The rolling compaction machine according to claim 1. It has an obstacle sensor that detects the distance between the aircraft and an obstacle located in the traveling direction of the aircraft.
The deceleration mode determination unit determines the deceleration mode based on the distance between the aircraft and the obstacle detected by the obstacle sensor.
The rolling compaction machine according to claim 1. The deceleration mode determination unit delays the time to start deceleration as the mass of the airframe decreases.
The rolling compaction machine according to claim 3. The deceleration mode determination unit determines the deceleration mode according to the amount of fluctuation in the mass of the airframe based on the presence or absence of a weight member that increases the weight of the airframe.
The rolling compaction machine according to claim 1.

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