JP7148561B2 - Compaction vehicle - Google Patents

Description

The present invention relates to a ride-on rolling compactor vehicle.

This type of rolling compaction vehicle is operated by an operator to compact pavement materials such as gravel and asphalt on the road surface while traveling on the front and rear compaction wheels that also serve as running wheels. implement. During compaction, the operator may take an unnatural posture with half of his body leaning out of the compaction vehicle, and operate while visually checking the positional relationship between the compaction edge such as the sidewalk curb and the edge of the compaction wheel. be. For this reason, it is easy for the driver to pay less attention to the surroundings, and as a countermeasure, for example, a rolling compactor vehicle equipped with an obstacle detection device as described in Patent Document 1 has been proposed.

In the technique disclosed in Patent Document 1, an obstacle sensor is provided at the rear portion of the vehicle body so as to point rearward in order to detect an obstacle when the compaction vehicle moves backward. Then, based on the knowledge that there is a possibility of collision with an obstacle existing within the vehicle width in the direction of travel of the vehicle, a substantially square area in plan view having the same width as the maximum vehicle width dimension is located behind the vehicle. , is set in advance as an area for determining the presence or absence of an obstacle (hereinafter simply referred to as a determination area), and the presence or absence of an obstacle is determined within the determination area.

JP 2019-12394 A

However, the compaction vehicle of Patent Document 1 has a problem that an obstacle cannot be determined early when turning. In other words, the determination area is set at a fixed position behind the vehicle body, and when traveling straight ahead, the compaction vehicle advances toward the determination area. It is possible. On the other hand, when the compaction vehicle is turning, it follows an arc-shaped trajectory with respect to the determination area of the rear position and advances toward the inner side of the turn. There are cases where it will come off. Due to the change in attitude of the rolling compaction vehicle as it turns, an obstacle will be caught in the judgment area at some point, but since the rolling compaction vehicle is already approaching the obstacle, there is no time to spare and it is difficult to avoid collisions. Therefore, it is necessary to stop the compaction vehicle suddenly.

In the case of a general passenger car or the like, there is no problem even if the vehicle is suddenly stopped, but if a compaction vehicle that is traveling at a constant speed is suddenly stopped in order to compact the road surface, the road surface will become rough during compaction. Therefore, if such a situation occurs, it will be necessary to redo the compaction work in order to repair the road surface.

SUMMARY OF THE INVENTION The present invention has been made to solve these problems. To provide a compaction vehicle capable of avoiding a collision with an obstacle with sufficient margin and preventing the roughening of a road surface during compaction caused by a sudden stop.

In order to achieve the above object, the rolling compactor vehicle of the present invention includes an obstacle detection device for detecting an obstacle in the traveling direction of the vehicle; A compaction vehicle comprising an obstacle determination unit that determines the presence or absence of an object, a steering state detection device that detects a steering state of the vehicle, and a traveling direction of the vehicle based on a detection result of the steering state detection device. and a travel direction determination unit, wherein the obstacle determination unit is preset as an area corresponding to the direction in which the vehicle travels straight when the travel direction determination unit determines that the vehicle travels straight. When the traveling direction determining unit detects that the vehicle is turning left or right, the straight traveling determination area is set to the inside of the turning of the vehicle. An extended determination area is set, and the obstacle determination process is executed within the extended determination area.

According to the compaction vehicle of the present invention, it is possible to quickly determine an obstacle that may collide not only when traveling straight ahead but also when turning, avoiding collision with the obstacle with time to spare, and stopping suddenly. It is possible to prevent the roughening of the road surface during compaction caused by the

It is a side view which shows the Macadam roller of embodiment. FIG. 4 is an explanatory diagram showing the relationship between the detection area of the obstacle sensor in a plan view and the obstacle determination area switched by the controller; 2 is an enlarged view of part A in FIG. 1 showing a proximity sensor provided in the articulate mechanism of the first embodiment; FIG. FIG. 4 is a cross-sectional view taken along line IV-IV of FIG. 3 showing the proximity sensor when the vehicle is traveling straight. FIG. 5 is a cross-sectional view corresponding to FIG. 4 showing the proximity sensor when the vehicle is turning left; It is a control block diagram which shows the structure of an obstacle detection apparatus. 4 is a flow chart showing an obstacle detection routine executed by a controller; FIG. 10 is an explanatory diagram showing selection of determination regions when the vehicle is turning left with the minimum turning radius; 5 is a view corresponding to FIG. 4 showing a steering angle sensor provided in the articulate mechanism of the second embodiment; FIG. FIG. 10 is an explanatory diagram showing selection of determination areas when the vehicle turns left with a turning radius larger than the minimum turning radius; 4 is a flow chart showing an obstacle detection routine executed by a controller; FIG. 11 is an explanatory diagram showing selection of determination regions when the vehicle according to the third embodiment makes a left turn with a turning radius larger than the minimum turning radius;

An embodiment in which the present invention is embodied in a macadam roller will be described below.
FIG. 1 is a side view showing the Macadam roller of this embodiment. In the following description, the front-rear direction and the left-right direction are expressed with the vehicle as a reference.

A vehicle body of the Macadam roller 1 (hereinafter also referred to as a vehicle) is composed of a front vehicle body 4 having front rolling wheels 2 and a rear vehicle body 5 having rear rolling wheels 3 . The front vehicle body 4 and the rear vehicle body 5 are connected via an articulate mechanism 6. By driving a steering cylinder (not shown) provided in the front vehicle body 4, the articulate mechanism 6 is centered on the front and rear vehicle bodies. The vehicle 1 is steered by bending the rear vehicle bodies 4 and 5 in the horizontal direction.

The front roller wheels 2 are composed of a pair of metal drums and are rotatably supported on the left and right sides of the front vehicle body 4 . The rear roller wheel 3 is composed of a single metal drum, and is rotatably supported by support arms 5a provided on the left and right sides of the rear vehicle body 5. As shown in FIG. The front rolling wheels 2 are driven by a built-in running hydraulic motor 7, and the rear rolling wheels 3 are driven by a built-in running hydraulic motor 8, whereby the vehicle 1 runs. Hydraulic actuators such as the steering cylinder and hydraulic motors 7 and 8 for traveling are driven by hydraulic oil supplied from an HST (Hydro Static Transmission) using an engine (shown in FIG. 6) as a power source.

An operation table 11 having a steering wheel 10 is installed on the front vehicle body 4 , and a driver's seat 12 is installed on the rear side of the operation table 11 so as to correspond to the steering wheel 10 . Although not shown, a pair of left and right steering wheels 10 and driver's seat 12 are provided so that the operator can easily see the right and left sides of the compaction during the compaction work. An operator who sits on one of the driver's seats 12 on the Macadam roller 1 operates the forward/reverse lever 13 of the steering wheel 10 and the operation table 11, the brake pedal 14 at the foot, etc., and the vehicle 1 travels according to the operation. and steering are performed.

A front sprinkler nozzle 15 is supported by a bracket 16 near the front roller wheel 2 , and a rear sprinkler nozzle 17 is supported by a bracket 18 near the rear roller wheel 3 . A water storage tank 19 storing water is installed on the rear vehicle body 5, and the water storage tank 19 is connected to each of the spray nozzles 15 and 17 via a pipe and a water spray pump (not shown). For the purpose of preventing the pavement material from adhering to the front and rear roller wheels 2 and 3 during the compaction work, the water in the water storage tank 19 is supplied to the water nozzles 15 and 17 by the water spray pumps, and the front and rear rollers are rolled. Water is sprayed onto the pressure rings 2 and 3.
A mud scraping device 41 is supported by a bracket 42 near the front roller wheel 2 for the purpose of scraping off the pavement material adhering to the front and rear roller wheels 2 and 3 . A mud scraping device 43 is supported by a bracket 44 at a position close to .

The vehicle 1 of this embodiment is equipped with an obstacle detection device 21 for detecting an obstacle such as a worker present in the traveling direction when backing up. explain.

[First embodiment]
A support bar 22 is stretched between left and right brackets 44 that support the mud scraping device 43, and an obstacle sensor 23 (obstacle detection device) is positioned rearward at the center position of the support bar 22 in the vehicle width direction. and its detection area is set as follows. FIG. 2 is an explanatory diagram showing the relationship between the detection area of the obstacle sensor 23 in plan view and the obstacle determination area switched by the controller.

In FIGS. 1 and 2, the detection area Es of the obstacle sensor 23 is indicated by a two-dot chain line, and in a side view of FIG. , and in plan view in FIG. 2, it is set to form a fan shape that spreads in the left-right direction. Various types of sensors can be used as the obstacle sensor 23. For example, a TOF sensor may be used. Although the TOF sensor is well known and will not be described in detail, it operates on the principle of projecting laser pulses toward the rear of the vehicle and converting the time required to receive the reflected light reflected by an obstacle into a distance. In this embodiment, the laser is horizontally projected at every predetermined angle so that obstacles within the detection area Es in a plan view can be detected without omission. , the position of the obstacle within the detection area Es in plan view can be calculated based on the projection angle at that time and the distance to the obstacle.

Three types of judgment areas E1 to E3 for judging the presence or absence of an obstacle are set in advance in the detection area Es, and one of the judgment areas E1 to E3 is selected according to the traveling direction of the vehicle 1 during backward movement. is selected, and the presence or absence of an obstacle is determined within the selected determination areas E1 to E3.

More specifically, the total area of the three determination areas E1 to E3 forms an isosceles triangle shape that is slightly narrower to the left and right than the detection area Es of the obstacle sensor 23, and is entirely contained within the detection area Es. is A left edge E20 and a right edge E30 of all the areas E1 to E3 are set so as to prevent unnecessary obstacles from being judged. For example, as shown in FIG. 8, when the vehicle 1 in reverse is operated to the maximum steering angle and turns to the left with the minimum turning radius, an obstacle (for example, , P2) in the figure has no possibility of collision, and the same is true for right-turning, except that left and right are reversed. Therefore, the left edge E20 and the right edge E30 of all the areas E1 to E3 are set as tangential lines to the circular locus drawn by the innermost portion of the vehicle body when the vehicle is turned with the minimum turning radius.

The three determination areas E1 to E3 are divided as follows and stored in an obstacle determination section 30b of the controller 30, which will be described later. First, a substantially rectangular area in plan view having the same width as the maximum vehicle width dimension behind the vehicle is set as a straight driving determination area E1, and a triangular area adjacent to the left side of the straight driving determination area E1 is a left turn determination area E2. A triangular area adjacent to the right side of the straight travel determination area E1 is set as a right turn determination area E3. Therefore, the left edge E20 of the left turn determination area E2 and the right edge E30 of the right turn determination area E3 respectively correspond to the tangent lines of the arc locus at the minimum turning radius.

When the vehicle 1 in reverse is traveling straight, the straight driving determination region E1 is selected, and when the vehicle 1 in reverse is turning left, the straight driving determination region E1 and the left turning determination region E2 The areas E1 and E2 correspond to the extended determination areas of the present invention) are selected, and when the vehicle 1 in reverse is turning right, the straight driving determination area E1 and the right turning determination area E3 (these determination areas E1, E2) are selected. E3 corresponds to the extended determination area of the present invention) is selected, and the presence or absence of an obstacle is determined within the selected determination areas E1 to E3.

Further, the articulate mechanism 6 is provided with proximity sensors 24 and 25 (steering state detection device) in order to detect the steering state of the vehicle 1 during backward movement. 3 is an enlarged view of part A in FIG. 1 showing the proximity sensors 24 and 25 provided in the articulate mechanism 6, and FIG. 4 is a sectional view taken along line IV-IV in FIG. 3 showing the proximity sensors 24 and 25 when the vehicle is traveling straight. is.

A pair of upper and lower bearing brackets 26 are provided on the rear surface of the front vehicle body 4 so as to protrude rearward. A pivot pin 28 is rotatably inserted into a shaft hole 27 a vertically penetrating the bearing body 27 , and both upper and lower ends of the pivot pin 28 are fixed to the bearing bracket 26 . As a result, the front vehicle body 4 and the rear vehicle body 5 are connected via the pivot pin 28 and the bearing member 27, and the bearing member 27 pivots about the axis C of the pivot pin 28, thereby steering the vehicle 1. done.

In this embodiment, based on the detection information from the pair of proximity sensors 24 and 25, the traveling direction of the vehicle 1 is determined to be straight ahead, left turn, or right turn. , and the side that determines a right turn is called a right proximity sensor 25 . The left and right proximity sensors 24, 25 are composed of sensor bodies 24a, 25a and detectors 24b, 25b, which are arranged with their vertical positions shifted in order to prevent erroneous detection of each other. Sensor main bodies 24a and 25a of the left and right proximity sensors 24 and 25 are fixed to the rear surface of the front vehicle body 4, and each sensor main body 24a and 25a is oriented toward the axis C of the rotating pin positioned rearward in plan view. there is

Horizontal plate-shaped detectors 24b and 25b of the left and right proximity sensors 24 and 25 are fixed to the front surface of the bearing body 27 of the rear vehicle body 5 . When the bearing 27 rotates about the axis C of the rotating pin 28, the arcuate front edges of the detectors 24b and 25b are horizontally displaced with respect to the sensor bodies 24a and 25a. As the proximity sensors 24 and 25, well-known principles such as magnetic proximity type and induction type can be applied. Then, the proximity sensors 24 and 25 are switched from the OFF state to the ON state.

When the vehicle 1 shown in FIG. 4 is traveling straight ahead, none of the detectors 24b, 25b face the sensor main bodies 24a, 25a, and the proximity sensors 24, 25 are kept off. When the bearing body 27 rotates even slightly left or right, the detectors 24b and 25b on that side correspond to the sensor bodies 24a and 25a, and the proximity sensors 24 and 25 are switched to the ON state. It continues up to the steering angle corresponding to the radius. For example, FIG. 5 shows a case in which the vehicle 1 in reverse is turning to the left with the minimum turning radius. , the detector 25b of the right proximity sensor 25 is kept in the OFF state without facing the sensor main body 25a, and although not shown, the ON/OFF state is reversed in the case of right turning.

That is, both the left and right proximity sensors 24, 25 are kept OFF when the vehicle 1 is traveling straight, only the left proximity sensor 24 is switched ON when turning left, and only the right proximity sensor 25 is ON when turning right. It is possible to determine whether the vehicle 1 is going straight, turning left, or turning right based on the combination of the above ON/OFF states.

A controller 30 is mounted on the vehicle 1 to control the obstacle detection device 21. FIG. 6 is a control block diagram showing the configuration of the obstacle detection device 21 including the controller 30. As shown in FIG.
The controller 30 includes an input/output device (not shown), a storage device (ROM, RAM, etc.) for storing control programs, control maps, etc., a central processing unit (CPU), a timer counter, and the like. The controller 30 comprises a traveling direction determination section 30a, an obstacle determination section 30b, a warning control section 30c, and a deceleration control section 30d. The left and right proximity sensors 24 and 25 are connected to the traveling direction determination unit 30a, the obstacle sensor 23 is connected to the obstacle determination unit 30b, and the display provided on the operation console 11 of the vehicle 1 is connected to the warning control unit 30c. 31 and a speaker 32 are connected, and an HST engine 33 and a braking device 34 for braking the vehicle 1 are connected to the deceleration control unit 30d.

Based on the detection results of the left and right proximity sensors 24 and 25, the traveling direction determination unit 30a determines the traveling direction of the vehicle 1. Based on the determination result and the detection result of the obstacle sensor 23, the obstacle determination unit 30b determines the vehicle 1. The presence or absence of an obstacle in the traveling direction of the vehicle is determined. When it is determined that there is an obstacle, information to that effect is output from the obstacle determination unit 30b to the warning control unit 30c and deceleration control unit 30d, and the warning control unit 30c executes warning processing to the operator. A deceleration process for the vehicle 1 is executed by the deceleration control unit 30d.

FIG. 7 is a flow chart showing an obstacle detection routine executed by the controller 30, which is executed by the controller 30 at predetermined control intervals while the vehicle 1 is powered on.
First, in step 1, it is determined whether or not the obstacle detection device 21 is activated by turning on a switch (not shown), and in subsequent step 2, it is determined whether or not the vehicle 1 is moving backward. When a No (negative) determination is made in any step, the routine is terminated once, and when a Yes (affirmative) determination is made in both steps, step 3 is performed. In step 3, detection information is taken in from the left and right proximity sensors 24, 25 and the obstacle sensor 23, and in step 4, based on the ON/OFF state of the left and right proximity sensors 24, 25, the current traveling direction of the vehicle 1 (straight ahead, left turn) turn, turn right). The processing of steps 3 and 4 corresponds to the function of the traveling direction determining section 30a.

In the subsequent step 5, determination areas E1 to E3 are selected based on the traveling direction determined in step 4. FIG. That is, when the traveling direction is determined to be straight, the process proceeds to step 6, when the left turn is determined, the process proceeds to step 7, and when the right turn is determined, the process proceeds to step 8.

In step 6, the determination area is determined as the straight travel determination area E1 (in other words, it means that the detection area Es is limited to the straight travel determination area E1, and the following steps 7 and 8 are the same), and to determine the presence or absence of an obstacle, and if an obstacle exists, the position is calculated. In step 7, determination areas are determined as a straight travel determination area E1 and a left turn determination area E2, the presence or absence of an obstacle is determined within these determination areas E1 and E2, and if an obstacle exists, the position is calculated. . In step 8, the determination areas are determined as a straight travel determination area E1 and a right turn determination area E3, the presence or absence of an obstacle is determined in these determination areas E1 and E3, and if an obstacle exists, the position is calculated.
If a plurality of obstacles exist within the determined determination areas E1 to E3, the obstacle that is closest to the vehicle is selected, and its position is calculated. In the following step 9, as a result of any of the processing in steps 6 to 8, it is determined whether or not there is an obstacle with the possibility of collision. The processing of steps 5 to 9 above corresponds to the function of the obstacle determination section 30b.

In this way, the detection area Es of the obstacle sensor 23 is limited to each determination area (E1 or E1, E2 or E1, E3) according to the traveling direction of the vehicle 1, and this processing is executed by the controller 30. FIG. For this reason, the presence or absence of an obstacle can be determined based on an accurate determination area, for example, compared to a configuration in which the detection area Es itself of the obstacle sensor 23 is switched to each determination area.

When the determination in step 9 is No, the routine is terminated as it is, and when the determination is Yes, in step 10 warning processing for the operator is executed, and in subsequent step 11 deceleration processing of the vehicle 1 is executed. For example, as the warning process, the position of the obstacle relative to the vehicle is displayed on the display 31, and a warning sound is emitted from the speaker 32 to warn the operator. As the deceleration process, the vehicle 1 is decelerated by reducing the speed of the engine 33 and operating the braking device 34 in order to avoid a collision based on the calculated position of the obstacle. It should be noted that the action to be taken when there is an obstacle is not limited to this, and for example, the deceleration process of the vehicle 1 may be omitted and only the warning process may be executed.

Next, an obstacle determination situation when the vehicle 1 moves backward based on the above-described processing of the controller 30 will be described.
When the vehicle 1 is traveling straight ahead, the presence or absence of an obstacle is judged within a straight traveling judgment area E1, and this straight traveling judging area E1 has a substantially rectangular shape with the same width as the maximum vehicle width at the rear of the vehicle. Therefore, when the vehicle 1 is traveling straight ahead, it advances toward the straight traveling determination area E1. An obstacle is captured within the straight travel determination area E1. As a result, the collision with the obstacle can be avoided with time to spare, and roughening of the road surface during compaction caused by the sudden stop of the vehicle 1 can be prevented.

When the vehicle 1 turns to the left, the presence or absence of an obstacle is determined not only in the straight travel determination area E1 but also in the left turn determination area E2. FIG. 8 is an explanatory view showing the selection of the determination area when the vehicle 1 in reverse turns to the left at the maximum steering angle. is progressing along the route R of At this time, the travel route R of the vehicle 1 does not deviate from the straight determination region E1 on the outside of the turn, but it deviates from the straight determination region E1 on the inner side of the turn. However, when the vehicle is turning left, the determination areas E1 and E2 as a whole are expanded toward the inner side of the turn by adding the left turning determination area E2. Therefore, if there is an obstacle that may collide with the vehicle, the obstacle is captured within the determination area at an early stage before the vehicle 1 approaches the obstacle, just like when traveling straight ahead. As a result, the collision with the obstacle can be avoided with time to spare, and roughening of the road surface during compaction caused by the sudden stop of the vehicle 1 can be prevented.

Moreover, the left edge E20 of the left turn determination area E2 is set as a tangent line to the arc locus drawn by the leftmost portion of the vehicle body when the vehicle body turns to the left with the minimum turning radius. Obstacles (for example, P2 in the drawing) that have no possibility of are excluded from the determination targets. Therefore, it is possible to prevent an unnecessary sudden stop based on such an obstacle determination, which also contributes to prevention of rough road surfaces.

When the vehicle 1 turns right, the presence or absence of an obstacle is determined not only in the straight-ahead determination area E1 but also in the right-turn determination area E3. It becomes the same contents reversed. For this reason, although illustrations and detailed descriptions are omitted, by catching an obstacle within the determination area at an early stage, it is possible to avoid a collision with an obstacle that may collide with a sufficient amount of time, and a collision can be avoided. Unnecessary sudden stops can be prevented in advance for obstacles that are unlikely to occur.

[Second embodiment]
Next, a second embodiment will be described. Since the difference from the first embodiment lies in the setting of the determination area based on the traveling direction of the vehicle 1, the description of the common configuration will be omitted, and the difference will be mainly described.
Instead of the left and right proximity sensors 24 and 25 of the first embodiment, a steering angle sensor 41 for detecting the steering angle θst of the vehicle 1 is provided in this embodiment as shown in FIG. The steering angle sensor 41 consists of a sensor main body 41a and a detector 41b. The sensor main body 41a is fixed to the rear surface of the front vehicle body 4, and the horizontal plate-shaped detector 41b is fixed to the front surface of the bearing body 27 of the rear vehicle body 5. It is

For example, the steering angle sensor 41 is constructed as an electromagnetic pickup type, and has a large number of protrusions formed on the front edge of an arc-shaped detector 41b, which faces the sensor main body 41a. When the bearing body 27 rotates about the axis C of the rotating pin 28, the steering angle θst of the vehicle 1 (bending angle of the front and rear vehicle bodies 4, 5) is shifted from the sensor main body 41a along with the displacement of the detector 41b. is output, and is input to the traveling direction determining section 30a of the controller 30 as shown in FIG. Instead of the articulate mechanism 6, a steering angle sensor 41 may be provided on the steering wheel 10 operated by the operator to detect the steering angle .theta.st.

When the vehicle 1 turns, the larger the steering angle θst of the vehicle 1 (the smaller the turning radius), the more obstacles located on the inner side of the turn need to be included in the determination target. Therefore, in the present embodiment, the larger the steering angle θst of the vehicle 1 is, the larger the turning determination regions E2 and E3 are expanded toward the inner side of the turning. A control map for setting an area expansion angle corresponding to the steering angle θst is stored in advance in the obstacle determination unit 30b of the controller 30, and the left and right turning determination areas E2 and E3 are expanded based on this area expansion angle. be.

Hereinafter, the extension of the left-turn determination area E2 will be described using the area extension angle θL1 set when the vehicle 1 turns left as an example. .
FIG. 10 is an explanatory diagram showing the selection of the determination area when the vehicle 1 turns to the left with a turning radius larger than the minimum turning radius. The region expansion angle θL1 is an angle that increases or decreases around the front left corner (indicated by point X) of the straight travel determination region E1. When the steering angle θst=0, the area expansion angle θL1=0 is set, and the left turn determination area E2 is not formed (straight ahead determination area E1 only)). Then, the left turn determination area E2 is gradually expanded toward the inside of the turning of the vehicle 1, and the area expansion angle .theta.L1 reaches the maximum value at the maximum steering angle .theta.st. The maximum value of the area expansion angle θL1 may be any value, for example, the angle corresponding to the tangential line to the arc locus drawn by the leftmost portion of the vehicle body when turning with the minimum turning radius described in the first embodiment. good too.

FIG. 11 is a flow chart showing an obstacle detection routine executed by the controller 30. The same step numbers are assigned to the same processes as in the first embodiment, and descriptions thereof are omitted, and differences will be mainly described.
After receiving various sensor detection information including the steering angle θst in step 3, the process proceeds to step 21 to calculate the area expansion angle θL1 from the steering angle θst based on the control map, and in step 22 the turning direction based on the area expansion angle θL1. Turn determination areas E2 and E3 corresponding to are calculated. In the next step 23, the calculated turning determination areas E2 and E3 and the straight traveling determination area E1 are determined as the entire determination area, and the presence or absence of an obstacle is determined within this determination area. calculate. After that, the process proceeds to step 9, and as a result of the processing of step 23, it is determined whether or not there is an obstacle with the possibility of collision. The processing of steps 3 to 9 described above corresponds to the functions of the traveling direction determining section 30a and the obstacle determining section 30b.

In the example of FIG. 10, the vehicle 1 is traveling along an arcuate path R larger than the minimum turning radius, and at this time, the area expansion angle θL1 smaller than the maximum value is set based on the steering angle θst. . An obstacle (for example, P3 in the figure) existing in the traveling direction of the vehicle 1 and having a possibility of collision is captured within the determination areas E1 and E2 at an early stage before the vehicle 1 approaches, and is a determination target. This point is the same as in the first embodiment. In the first embodiment, the obstacle P1 located inside the turning inside of the travel route R of the vehicle 1 was caught in the left turn determination area E2 and was subject to determination. It is not caught in the area E2 and is excluded from the determination target. If the obstacle P1, which has no possibility of colliding in this turning state, is to be determined, the road surface may be roughened by an unnecessary sudden stop, but such a situation can be prevented.

[Third embodiment]
Next, a third embodiment will be described. The difference from the second embodiment is that the straight travel determination region E1 is reduced according to the steering angle θst of the vehicle 1. Therefore, the description of common configurations will be omitted, and the differences will be mainly described. .
The significance of expanding the turning determination regions E2 and E3 according to the steering angle θst of the vehicle 1 is as described in the second embodiment. The smaller the radius, the more it becomes necessary to exclude obstacles positioned further outside the turn from the object of determination. Therefore, in this embodiment, as the steering angle θst of the vehicle 1 increases, the turning determination areas E2 and E3 are greatly expanded toward the inside of the turn, and the straight movement determination area E1 is greatly reduced from the outside of the turn. be.

In addition to the control map for the region expansion angle θL1, the obstacle determination unit 30b of the controller 30 stores in advance a control map for setting the region reduction angle θL2 corresponding to the steering angle θst. The rectilinear judgment area E1 is reduced based on the above. In the following, the area reduction angle θL2 set when the vehicle 1 turns left will be described as an example, but the area reduction angle when turning right also has the same contents with left and right reversed.

FIG. 12 is an explanatory diagram showing the selection of the determination area when the vehicle 1 turns to the left with a turning radius larger than the minimum turning radius. The region contraction angle θL2 is an angle that increases or decreases around the front right corner (indicated by point Y) of the straight travel determination region E1. When the steering angle θst=0, the region reduction angle θL2=0 is set and the straight running determination region E1 is not reduced. 1, and the area reduction angle .theta.L2 reaches the maximum value at the maximum steering angle .theta.st. It should be noted that the processing of the controller 30 is omitted because the only difference is that in steps 21 to 23 shown in FIG. 11, the region contraction angle θL2 is processed in addition to the region expansion angle θL1.

In the example of FIG. 11, the vehicle 1 is traveling along an arcuate path R that is larger than the minimum turning radius, and the straight travel determination region E1 is defined based on the region reduction angle θL2 corresponding to the steering angle θst at this time. reduced. Similar to the second embodiment, the obstacle P3 with the possibility of collision is subject to determination, and the obstacle P1 with no possibility of collision is excluded from the determination target. In the second embodiment, the obstacle P4 located outside the traveling route R of the vehicle 1 is captured within the straight travel determination area E1 and becomes a determination target. excluded from the judgment target. If the obstacle P4, which has no possibility of colliding with the vehicle in this turning state, is to be determined, the road surface may be roughened by an unnecessary sudden stop, but such a situation can be prevented.

Although the description of the embodiment is finished above, the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the Macadam roller 1 is provided with the obstacle detection device 21 that detects an obstacle when the vehicle 1 moves backward. For example, it may be applied to a tire roller that does not have the articulate mechanism 6, or an obstacle may be detected when the vehicle 1 moves forward.

In the above embodiment, a TOF sensor is used as the obstacle sensor 23, and the position of the obstacle within the detection area Es in plan view is calculated based on the projection angle of the laser and the distance to the obstacle. not a thing For example, an image in the traveling direction of the vehicle 1 may be captured by a camera, and the captured image may be analyzed to determine the position of the obstacle in plan view. Even in this case, by switching the determination areas E1 to E3 based on the captured image, the same effect as the embodiment can be obtained.

In the above embodiment, the detection area Es of the obstacle sensor 23 is set so as to include the straight traveling determination area E1 and the left and right turning determination areas E2 and E3. is limited to an arbitrary determination region by the processing of , but the present invention is not limited to this. For example, when the detection area Es of the obstacle sensor 23 is only the straight driving determination area E1, when the left turning determination area E2 is added to the straight driving determination area E1, and when the right turning determination area E3 is added to the straight driving determination area E1, The detection area Es itself may be handled as an obstacle determination area on the controller 30 side by making it switchable.

1 Macadam roller (roller compaction vehicle)
23 Obstacle detection sensor (obstacle detection device)
24, 25 proximity sensor (steering state detector)
30a Traveling direction determination unit 30b Obstacle determination unit 41 Steering angle sensor (steering state detection device)

Claims (5)

an obstacle detection device that detects an obstacle in the traveling direction of the vehicle;
A rolling compactor vehicle comprising an obstacle determination unit that determines the presence or absence of an obstacle in the traveling direction of the vehicle based on the detection result of the obstacle detection device,
a steering state detection device that detects a steering state of the vehicle;
a traveling direction determination unit that determines the traveling direction of the vehicle based on the detection result of the steering state detection device;
When the traveling direction determining section determines that the vehicle is traveling straight, the obstacle determining section determines whether the obstacle exists within a straight traveling determination area that is set in advance as an area corresponding to the traveling direction of the vehicle when the vehicle travels straight. while executing the determination process, when the traveling direction determining unit detects that the vehicle is turning to the left or right, an expanded determination area is set by expanding the straight determination area to the inner side of the turning of the vehicle; A rolling compactor vehicle characterized in that the obstacle determination process is executed within the expanded determination area. The obstacle detection device detects the obstacle using a detection area that includes both left and right extended determination areas obtained by extending the straight travel determination area,
The obstacle determination unit performs obstacle determination processing by limiting a detection area detected by the obstacle detection device to the straight-ahead determination area when the traveling direction determination unit determines that the vehicle travels straight. and when the traveling direction determination unit determines that the vehicle is turning to the left or right, the detection area detected by the obstacle detection device is limited to the extended determination area to detect the obstacle. 2. The compaction vehicle according to claim 1, wherein determination processing is executed. The obstacle determining unit is configured to, when the traveling direction determining unit determines that the vehicle is to turn to the left or right, an arc drawn by the innermost portion of the vehicle body when the vehicle turns with a minimum turning radius. 2. The rolling compactor vehicle according to claim 1, wherein the straight travel determination area is extended to a tangent to the trajectory and set as the extended determination area. The steering state detection device detects a steering angle of the vehicle as the steering state of the vehicle,
The obstacle judging section expands the straight traveling judgment area toward the inner side of the turn as the steering angle detected by the steering state detection device increases to the right or left with respect to straight traveling. 2. The rolling compactor vehicle according to claim 1, characterized in that: The steering state detection device detects a steering angle of the vehicle as the steering state of the vehicle,
The obstacle determination unit expands the straight-running determination area toward the inner side of the turn as the steering angle detected by the steering state detection device increases to the left or right with respect to straight-running. 2 . The rolling compaction vehicle according to claim 1 , wherein the expanded determination area is set by greatly reducing from the outside of the turn.

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