JP7161444B2 - compaction machine - Google Patents

Description

TECHNICAL FIELD The present invention relates to a rolling compaction machine, and more particularly to a technique for improving the safety of rolling compaction work.

Compaction machines such as tire rollers are equipped with compaction rollers (e.g., compaction tires and iron wheels) that also serve as wheels at the front and rear of the machine body for compacting pavement materials in road surface paving work. . Such a compaction machine performs a compaction operation by compacting the pavement material with a compaction roller while traveling at a constant speed (eg, 4 km/h) on a road surface paved with pavement material such as an asphalt mixture.

In such road surface paving work, in addition to the operator who operates the rolling compaction machine, workers who check the degree of perfection of the road surface, pedestrians walking in the vicinity, and pedestrians who walk in the vicinity should be kept out of the construction area. A plurality of workers, such as guides who guide pedestrians (hereinafter referred to as workers), are working near the roller compaction machine.

Therefore, it is conceivable that a worker or the like enters the rolling compaction machine in the direction in which the rolling compaction machine advances, causing the rolling compaction machine to be suddenly braked. Sudden braking of the compaction machine in this manner reduces the flatness of the road surface, which is not desirable.

Therefore, a technique has been developed in which a sensor for detecting an obstacle is used to gently stop the compaction machine when the obstacle is detected (Patent Document 1).

JP-A-2000-314104

By the way, for example, if the obstacle is a worker working around the aircraft, the operator or worker who operates the aircraft will visually or audibly determine that the distance between the aircraft and the worker is close. It may be difficult to recognize when approaching the worker at a constant speed.

Also, if the period from when the aircraft is approaching an obstacle to when the aircraft stops to prevent the aircraft from contacting the obstacle is long, the obstacle can be moved without stopping the aircraft. In many cases, it is sufficient to move the worker as an obstacle.

Here, in the technology disclosed in Patent Document 1, the obstacle must be moved during the period from when the aircraft decelerates to prevent the aircraft from contacting the obstacle until the aircraft stops. There is a problem that there is a high possibility that the aircraft will stop when it is known that the aircraft is approaching the obstacle because it will not be able to move the obstacle in time.

SUMMARY OF THE INVENTION The present invention has been made in view of such problems, and an object of the present invention is to provide a compaction machine capable of suppressing the machine body from stopping while preventing contact between the machine body and an obstacle. is to provide

In order to achieve the above object, the rolling compaction machine of the present invention comprises a rolling compaction roller for compacting a road surface, and a speed reduction device for decelerating the body by decelerating the rolling compaction roller, a range sensor for detecting an obstacle distance, which is the distance between an obstacle and the aircraft; and a controller for controlling the deceleration device, wherein the controller controls the aircraft before the aircraft comes into contact with the obstacle. a zone determination unit that determines a stop zone, which is a zone required to stop the aircraft, and a speed limit zone, which is a zone where the aircraft and the obstacle are separated by more than the stop zone and restricts the speed of the aircraft; and a deceleration control unit that controls the deceleration device to perform deceleration control for decelerating the aircraft, wherein the section determination unit determines the speed limit section based on the obstacle distance detected by the range sensor. and the stop section, and when the section determination section determines that the obstacle is located in the speed limit section, the deceleration control unit controls the deceleration device to decelerate the aircraft to a specified speed. After that, until the obstacle moves to the stop section, the aircraft is driven while maintaining the specified speed, and when the section determination unit determines that the obstacle is located in the stop section, It is characterized by stopping the aircraft.

With this, when the aircraft is positioned in the speed limit section, the speed reduction device is controlled to decelerate the aircraft to the specified speed, and then the aircraft is allowed to travel while maintaining the specified speed until the obstacle moves to the stop zone, and the obstacle is stopped. When the object is positioned in the stop zone , the aircraft is stopped, which makes it possible to lengthen the period from when the aircraft starts decelerating to when it stops to avoid contact with the obstacle.

As another aspect, a speed sensor that detects the speed of the aircraft is provided, and the section determination unit sets the speed limit section and the stop section according to the speed of the aircraft detected by the speed sensor. is preferred.

By setting the speed limit section and stop section according to the speed of the aircraft, the speed reduction device is controlled according to the speed of the aircraft to change the timing of decelerating the aircraft to the specified speed and the timing of stopping the aircraft. is possible.

As another aspect, a warning device is provided to warn an operator who operates the machine body or workers positioned around the machine body, and the controller includes a warning control section for executing warning control to control the warning device. wherein the section determination unit determines a warning section that is a section in which the aircraft and the obstacle are separated more than the speed limit section, and the warning control unit determines that the obstacle is at least in the warning section Preferably, said warning device is activated while in position.

As a result, by activating the warning device while the obstacle is positioned in the warning section, which is the section where the aircraft is separated from the obstacle at least more than the speed limit section, it is possible to detect that the obstacle is located in the aircraft's traveling direction. It is possible to prevent the aircraft from decelerating by giving an early warning and prompting countermeasures such as movement of obstacles.

As another aspect, the vehicle comprises a hydraulic braking device that decelerates and stops the rotation of the rolling pressure roller, and a parking brake device that stops the rotation of the rolling pressure roller and places the machine body in a parked state, and the speed reduction is provided. When the obstacle is located in the stop section, the control unit controls the hydraulic braking device to start decelerating the aircraft body, and after a certain time has elapsed, operates the parking brake device to stop the vehicle. It is preferable to stop the aircraft.

As a result, after a certain period of time has passed since the deceleration of the aircraft was started by controlling the hydraulic braking device, the parking brake device is operated to stop the aircraft, thereby suppressing deterioration of the parking brake device. It is possible to stop the machine reliably.
According to another aspect, an aircraft parking brake device is provided to stop the rotation of the rolling pressure rollers and park the aircraft, and the zone determination unit parks the aircraft before the aircraft comes into contact with the obstacle. A sudden stop section, which is a section required to stop at maximum deceleration, is determined, and the deceleration control unit operates the parking brake device when the obstacle is positioned in the sudden stop section. is preferred.

As a result, when an obstacle is located in a sudden stop section, by activating the parking brake device, priority is given to improving the safety of rolling compaction work rather than suppressing the road surface from becoming rough due to sudden braking of the aircraft. It is possible to stop the aircraft.

In another aspect, an operator includes an acceleration operation device for accelerating the aircraft, the controller includes a deceleration control canceling unit that cancels the deceleration control executed by the deceleration control unit, and the deceleration control canceling unit includes: After the obstacle is located in the speed limit section, the deceleration control is released when the aircraft and the obstacle are separated from the speed limit section and the acceleration operation device is not operated. preferably.

As a result, after the obstacle is located in the speed limit section, when the aircraft and the obstacle are separated from the speed limit section and the acceleration operation of the acceleration operation device is not performed, the deceleration control is canceled, It is possible to reduce the trouble of the operator's releasing operation when releasing the deceleration control.

In another aspect, the controller includes a warning control cancellation unit that cancels the warning control executed by the warning control unit, and the warning control cancellation unit cancels the warning after the obstacle is positioned in the warning section. It is preferable to release the warning control when the aircraft and the obstacle are separated from each other by a distance greater than the section.

As a result, after the obstacle is positioned in the warning zone, when the distance between the aircraft and the obstacle is greater than the warning zone, the warning control is canceled, reducing the operator's trouble of canceling the warning control. It is possible to

As another aspect, a parking switch for activating and releasing the parking brake device, and a forward and backward lever for switching the traveling direction of the aircraft, the forward and backward lever prohibits forward and backward movement of the aircraft. , a neutral position that decelerates and stops the aircraft, the controller includes a deceleration control canceling unit that cancels the deceleration control executed by the deceleration control unit, and the deceleration control canceling unit includes the parking brake device is operating and the aircraft is stopped, the deceleration control is preferably released when the parking switch is in the aircraft parking position and the forward/reverse lever is in the neutral position. .

As a result, when the parking brake device is activated and the aircraft is stopped, the deceleration control can be released when the parking switch is in the parking position and the forward/reverse lever is in the neutral position. Therefore, it is possible to prevent an erroneous operation such as sudden acceleration of the aircraft at the same time that deceleration control is released.

In another aspect, a warning device is provided to warn an operator who operates the machine body or a worker positioned around the machine body, and the warning device includes a mounting portion provided on the machine body and the mounting portion. and a warning light detachable from the mounting portion, and the deceleration control section preferably stops executing the deceleration control when the warning light is detached from the mounting section.

By stopping the execution of deceleration control when the warning light is removed from the mounting portion, for example, when the warning light is removed from the mounting portion such that the aircraft is traveling on a public road, the deceleration control portion performs deceleration control. can be prevented from being executed.

As another aspect, a seatbelt switch is provided for detecting whether or not an operator who operates the machine body is wearing a seatbelt device for restraining the operator, and the deceleration control unit controls the operator by the seatbelt switch. preferably stops executing the deceleration control when it detects that the seat belt device is not worn.

As a result, when the operator is not wearing the seatbelt device, stopping the execution of deceleration control prevents the operator from preparing for deceleration of the aircraft by deceleration control, so that deceleration control is not executed. It is possible to make

According to the rolling compaction machine of the present invention, when an obstacle is located in the speed limit section, the speed reduction device is controlled to decelerate the machine body to the specified speed, and then the specified speed is maintained until the obstacle moves to the stop zone. and the aircraft stops when it is positioned in the stop zone. can do.

As a result, it is possible to prevent the aircraft from coming to a stop while preventing contact between the aircraft and the obstacle.

1 is a rear perspective view of a rolling compaction machine according to the invention; FIG. It is a rear perspective view of an operating device. FIG. 3 is a block diagram showing a connection configuration of a controller for controlling the compaction machine of the present invention; 4 is a flow chart showing a control routine for a rolling compactor according to the present invention, executed by a controller; 4 is a flowchart showing a control routine of warning deceleration execution control executed by a warning deceleration execution unit; FIG. 4 is an explanatory diagram for explaining the positional relationship and zones between the aircraft and obstacles; FIG. 4 is an explanatory diagram illustrating the relationship between zones and warning deceleration execution control, and the relationship between the distance between the aircraft and obstacles and the velocity of the aircraft; 4 is a flow chart showing a control routine of power limitation control executed by a power limiting section of a deceleration control section; 4 is a flowchart showing a control routine of HST braking control executed by an HST braking section of a deceleration control section; FIG. 10 is a graph showing the relationship between time and change in aircraft speed due to warning deceleration execution control; FIG. 4 is a flowchart showing a control routine for warning deceleration cancellation control executed by a warning deceleration control cancellation unit;

An embodiment of the present invention will be described below with reference to the drawings.
Referring to FIG. 1, a rear perspective view of a rolling compaction machine according to the present invention is shown. A machine body (rolling compactor) 1 is a tire roller having compaction rollers 3 arranged on front and rear wheels. This airframe 1 includes an engine (reduction gear) 5, an HST (reduction gear, hydraulic braking device) 7, a friction brake device (reduction gear, parking brake device) 4, and a driver's seat 9. By operating the engine 5 and the HST 7 while riding the machine, it is possible to roll the road surface while rotating the rolling rollers 3 to move the machine body 1 forward and backward.

The engine 5 is a diesel engine that is disposed on the front side of the airframe 1 and operates by burning light oil stored in a fuel tank (not shown) to generate driving force. The engine 5 can vary its rotational speed according to the amount of pressure applied (acceleration operation) to an accelerator pedal (acceleration operation device) 15, which will be described later.

The HST 7 is a hydraulic static transmission that uses the driving force generated by the operation of the engine 5 to flow hydraulic oil, and drives or decelerates the pressure rollers 3 using the hydraulic oil. be. The HST 7 can accelerate, decelerate, and stop the body 1 by operating an accelerator pedal 15, which will be described later.

The friction brake device 4 is, for example, a device that brakes the rotation of the pressure roller 3 by sandwiching a disk plate that rotates in conjunction with the pressure roller 3 with brake pads. By operating a parking brake switch (parking switch) 25 , the friction brake device 4 can lock the rolling pressure roller 3 and park the machine body 1 .

The driver's seat 9 is a seat where the operator sits on the seat 9a and operates the aircraft 1. - 特許庁In the driver's seat 9, an operation device 11, an accelerator pedal 15 and a brake pedal 17 are arranged in front of the seat 9a.

Referring to FIG. 2, a rear perspective view of operating device 11 is shown. The operation device 11 includes a forward/reverse lever 13, a handle 19, a monitor (warning device) 21, a speaker (warning device) 23, a warning light (warning device) 24, a parking brake switch 25, and a seatbelt switch 27. there is

The forward/reverse lever 13 is a lever that switches the traveling direction of the machine body 1, and can be switched between three positions: a forward position, a reverse position, and a neutral position. The forward position is a position in which the traveling direction of the machine body 1 is set forward, and the reverse position is a position in which the traveling direction of the machine body 1 is set rearward. The neutral position is a position where forward and backward travel of the machine body 1 is prohibited and the machine body 1 is decelerated and stopped.

The accelerator pedal 15 is a pedal that is arranged below the operation device 11 and can be stepped on by an operator. This accelerator pedal 15 can change the acceleration/deceleration degree of the machine body 1 by adjusting the rotation speed of the engine 5 and the speed change degree of the HST 7 by adjusting the amount of depression.

Therefore, the operator sets the traveling direction of the machine body 1 by operating the forward/reverse lever 13, increases the amount of pressure applied to the accelerator pedal 15 to move the machine body 1 forward or backward, and decreases the amount of pressure applied to the accelerator pedal 15. It is possible to decelerate the airframe 1 by moving the Furthermore, by setting the forward/reverse lever 13 to the neutral position, the operator prevents the HST 7 from decelerating and stopping the machine body 1, and prevents the operator from accelerating the machine body 1 by pressing the accelerator pedal 15 by mistake. be able to.

The brake pedal 17 is a pedal that is arranged below the operating device 11 like the accelerator pedal 15 and that can be stepped on by the operator. This brake pedal 17 can adjust the braking of the machine body 1 by adjusting the amount of stepping pressure.

The steering wheel 19 is a steering wheel for switching the traveling direction of the machine body 1 between right and left. In the machine body 1, which is a tire roller, when the handle 19 is turned, the rolling pressure roller 3 on the front side of the machine body 1 rotates left and right, thereby switching the traveling direction.

The monitor 21 is a liquid crystal panel provided above the operating device 11 . The monitor 21 displays information about the aircraft 1 such as the speed of the aircraft 1 and the number of revolutions of the engine 5 . The speaker 23 can emit sounds such as warning sounds to the operator and the outside of the aircraft 1 .

The warning light (warning device) 24 includes, for example, a plurality of lamps that emit red, yellow, blue, and green colors from above, and it is possible to select and light each lamp by controlling. The warning light 24 is detachably attached to a socket (attachment portion) 24a provided at the rear end of the roof 8 provided above the driver's seat 9, for example, by a latch member. As a result, the warning light 24 can be easily removed when the machine body 1 is driven on a public road.

The parking brake switch 25 is operated by the operator to change the state of the friction brake device 4 between a parking brake state (parking position) in which the pressure roller 3 is locked and a release state (parking position) in which the parking brake is released. It is a switch that can be switched to the parking release position). The seatbelt switch 27 is a switch attached to the buckle of a seatbelt device 27a that restrains the operator, and can detect whether or not the operator is wearing the seatbelt device 27a (see FIG. 3 to be described later). reference).

Returning to FIG. 1, the body 1 is provided with a speed sensor 31, an infrared sensor (ranging sensor) 33, and a controller 40. As shown in FIG. The speed sensor 31 is a so-called rotation pulse detection sensor provided on the pressure roller 3 and is capable of detecting the speed of the machine body 1 from the number of revolutions of the pressure roller 3 . The infrared sensor 33 irradiates infrared rays to the rear of the aircraft 1 and receives the infrared rays bounced back from an obstacle 100 located behind the aircraft 1 to determine the presence or absence of the obstacle 100 and the distance to the obstacle 100 (obstacle distance).

Referring to FIG. 3, a block diagram of the connection configuration of the controller 40 for controlling the compaction machine according to the present invention is shown. 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. is composed of

The input side of the controller 40 is electrically connected to the forward/reverse lever 13, the accelerator pedal 15, the parking brake switch 25, the seat belt switch 27, the speed sensor 31, and the infrared sensor 33 (hereinafter also referred to as detection devices). It is

As a result, the forward/rearward movement lever 13 is used to input information regarding the operator's forward/backward movement operation, the accelerator pedal 15 is used to input information regarding the operator's acceleration/deceleration operation of the aircraft 1, and the parking brake switch 25 is used to input the operator's parking information. Information about the switching operation between the braking state and the released state is input, information about whether or not the operator is wearing the seatbelt device 27a is input from the seatbelt switch 27, and information about the speed of the machine body 1 is input from the speed sensor 31. is input, and information about the presence or absence of an obstacle 100 behind the aircraft 1 and the distance to the obstacle 100 is input from the infrared sensor 33 .

Further, the friction brake device 4, the engine 5, the HST 7, the monitor 21, the speaker 23, and the warning light 24 are electrically connected to the output side of the controller 40. By controlling the friction brake device 4, the pressure roller is 3 is locked and the engine 5 is controlled to change the rotation speed of the engine 5, the HST 7 is controlled to change the acceleration/deceleration of the airframe 1, and the monitor 21 is controlled to prevent an obstacle behind the airframe 1, for example. The presence of the object 100 can be displayed as a warning, the speaker 23 can be controlled to sound a warning sound, and the warning light 24 can be controlled to appropriately light and blink the lamps emitting each color.

Here, the controller 40 includes a warning deceleration control cancellation unit (deceleration control cancellation unit, warning control cancellation unit) 51, an obstacle determination unit 52, a warning deceleration execution unit 53, a zone determination unit (section determination unit) 54, deceleration control A unit 55 and a warning control unit 57 are provided. The warning deceleration control canceling unit 51 is a control unit that executes warning deceleration canceling control, which will be described later, based on information input from the forward/reverse lever 13, the accelerator pedal 15, the parking brake switch 25, and the seatbelt switch 27.

The obstacle determination unit 52 is a determination unit that determines whether or not the obstacle 100 is positioned behind the aircraft 1 based on the information regarding the presence or absence of the obstacle 100 behind the aircraft 1 detected by the infrared sensor 33 . . The warning deceleration execution unit 53 is a control unit that executes warning deceleration execution control, which will be described later, based on each information input from the speed sensor 31 , the infrared sensor 33 and the obstacle determination unit 52 .

The zone determination unit 54 determines a zone (section), which will be described later, based on information regarding the speed of the aircraft 1 and the distance from the obstacle 100 input from the speed sensor 31 and the infrared sensor 33 via the warning deceleration execution unit 53. It is the judgment part.

The deceleration control unit 55 includes a power limiting unit 61, an HST braking unit 63, and a parking brake unit 65. Based on control information input from the warning deceleration control canceling unit 51 and the zone determination unit 54, the power limiting unit 61 , HST braking portion 63 and parking brake portion 65 to control (deceleration control) the engine 5, HST 7 and friction brake device 4. FIG. The power limiting unit 61 performs power limiting control and release of the control described later, the HST braking unit 63 performs HST braking control and release of the control described later, and the parking brake unit 65 performs the parking brake described below. A control unit for controlling and canceling the control.

The warning control unit 57 controls the monitor 21, the speaker 23, and the warning light 24 based on the control information from the warning deceleration control cancellation unit 51 and the zone determination unit 54 to give the operator first to fourth warning controls (hereinafter collectively referred to as warnings). (also called control) can be executed.

Here, a socket 24a is provided on the input side of the warning deceleration control canceling unit 51, the obstacle determination unit 52, and the warning deceleration execution unit 53. As shown in FIG. When the warning light 24 is attached, the socket 24a enables a circuit that electrically connects the infrared sensor 33, the obstacle determination unit 52, and the warning deceleration execution unit 53 to the input side, and the warning light 24 is removed. When the circuit is interrupted.

As a result, when the warning light 24 is removed while the machine body 1 is traveling on a public road, by blocking the information input from the infrared sensor 33 to the controller 40, each control described later can be executed. By stopping, deceleration of the machine body 1 not intended by the operator can be prevented. Execution of the warning deceleration execution control by the warning deceleration execution unit 53 may be stopped when the warning light 24 is removed from the socket 24a. may be determined.

Referring to FIG. 4, a routine executed by the controller 40 showing the control procedure of the compaction machine according to the present invention is shown in a flow chart, and the following description will be made along the flow chart. In step S5, the seat belt switch 27 determines whether or not the operator is wearing a seat belt device 27a (not shown). When the determination result of step S5 is true (Yes) and the operator is wearing the seat belt device 27a, the process proceeds to step S10. On the other hand, if the determination result in step S5 is false (No) and the operator is not wearing the seatbelt device 27a, the process proceeds to step S30 and the warning deceleration control canceling unit 51 executes warning deceleration cancellation control.

Here, the warning deceleration cancellation control by the warning deceleration control cancellation unit 51 is control for decelerating the aircraft 1 and canceling the warning, although the details will be described later. In other words, this is control for stopping execution of the warning deceleration execution control by the warning deceleration execution unit 53 in the same manner as when the warning light 24 is removed from the socket 24a. As a result, when the operator is not wearing the seatbelt device 27a and there is a risk that the operator will not be prepared for the deceleration of the machine body 1, the warning deceleration execution unit 53 can be prevented from executing the warning deceleration execution control. . Note that the warning control by the warning control unit 57 may be executed because the machine body 1 is not accelerated or decelerated.

In step S<b>10 , the obstacle determination unit 52 determines whether or not there is an obstacle 100 behind the aircraft 1 . If the determination result in step S10 is true (Yes) and it is determined that there is an obstacle 100 behind the aircraft 1, the process proceeds to step S20 and the warning deceleration execution unit 53 executes warning deceleration execution control.

Referring to FIG. 5, a routine showing the control procedure of the warning deceleration execution control executed by the warning deceleration executing section 53 is shown in a flowchart. In steps S110 to S140, the zone determination unit 54 determines in which zone among zones 1 to 4 the aircraft 1 is located, or whether the aircraft 1 is located in zones 1 to 4, based on the distance between the aircraft 1 and the obstacle 100 and the speed of the aircraft 1. 4 is not located in any zone.

Referring to FIG. 6, an explanatory diagram for explaining the positional relationship and zones between the body 1 and the obstacle 100 is shown. Also, referring to FIG. 7, there is an explanatory diagram for explaining the relationship between the zone and the warning deceleration execution control, the relationship between the distance between the aircraft 1 and the obstacle 100 (horizontal axis), and the velocity of the aircraft 1 (vertical axis). It is shown. 6 and 7, the position of the aircraft 1 side of the obstacle 100 is defined as a point Pn, and points P1 to P5 are estimated on a straight line formed by the aircraft 1 and the point Pn. More specifically, assuming that the point at the end of the aircraft 1 on the obstacle 100 side as viewed on the straight line is point P5, points P4, P3, P2, and P4, P3, P2, Estimate P1.

Based on the speed of the aircraft 1 detected by the speed sensor 31 and the distance between the obstacle 100 and the aircraft 1 detected by the infrared sensor 33, the zone determination unit 54 determines the zone between the points P1 and P2 as zone 1 ( Warning section), the section between points P2 and P3 as zone 2 (speed limit section), the section between points P3 and P4 as zone 3 (stop section), and the section between points P4 and P5 as zone 4 (sudden stop section). do. For determination of this zone, for example, zones 1 to 4 are preset when the aircraft 1 is traveling at 4 km/h, and if the speed of the aircraft 1 detected by the speed sensor 31 is higher than 4 km/h, , each zone is extended (set) according to the speed of the airframe 1.

In this manner, by changing each zone according to the speed of the aircraft 1, the timing of power limitation control and HST braking control, which will be described later, can be changed.

Here, zone 1 means that there is no risk of contact between the machine body 1 and the obstacle 100 even if the machine body 1 is not decelerated yet, but the operator is warned that the obstacle 100 is located, This is a section that indicates the time when it is necessary to take measures such as encouraging the movement of 100.

Zone 2 is a section in which contact between the aircraft 1 and the obstacle 100 can be avoided without suddenly decelerating the aircraft 1. It is a section that indicates when it is better to brake immediately. Furthermore, zone 3 is a section indicating a period when there is a high possibility that the body 1 will come into contact with the obstacle 100 unless the braking of the body 1 is strengthened. Zone 4 is a section indicating a period in which there is an extremely high risk of contact between the aircraft 1 and the obstacle 100 unless the aircraft 1 immediately stops.

In this way, the zone determination unit 54 determines which zone the point Pn is based on the information about the speed of the airframe 1 and the distance to the obstacle 100 input from the speed sensor 31 and the infrared sensor 33 via the warning deceleration execution unit 53. , and the positional relationship between the aircraft 1 and the obstacle 100 can be determined by dividing it into intervals indicating each period.

Returning to FIG. 5, in step S110, it is determined whether the point Pn is located in zone 1 or not. When it is determined that the determination result of step S110 is true (Yes) and the point Pn is located in zone 1, the process proceeds to step S151 and the warning control unit 57 executes the first warning control. In this first warning control, for example, the monitor 21 displays that "obstacle 100 is located in zone 1", the speaker 23 intermittently (for example, once per second) buzzes, By flickering the yellow lamp of the warning light 24, the operator and surrounding workers can be warned. After executing the first warning control in step S151, the warning deceleration execution control is ended.
On the other hand, if the determination result in step S110 is false (No) and it is determined that the point Pn is not located in zone 1, the process proceeds to step S120.

In step S120, it is determined whether the point Pn is located in zone 2 or not. When it is determined that the determination result in step S120 is true (Yes) and the point Pn is located in zone 2, the process proceeds to step S152 and the warning control unit 57 executes the second warning control. In this second warning control, for example, the monitor 21 displays "Decelerate because the obstacle 100 is located in zone 2." By blowing a sound and blinking the red lamp of the warning light 24, it is possible to issue a warning that is more easily recognized by the operator and surrounding workers than the first warning control. After executing the second warning control in step S152 in this manner, the process proceeds to step S160, where the power limiting control by the power limiting section 61 of the deceleration control section 55 is executed.

Referring to FIG. 8, a routine showing a control procedure of power limitation control executed by the power limiting section 61 of the deceleration control section 55 is shown in a flowchart. In step S210, it is determined whether or not the speed of the body 1 is, for example, 2 km/h (specified speed) or less. If the determination result in step S210 is false (No) and the speed of the airframe 1 is higher than 2 km/h, the process proceeds to step S220 to reduce the rotation speed of the engine 5 and terminate the power limit control. , the routine is repeated again.

On the other hand, when the determination result in step S210 is true (Yes) and the speed of the aircraft 1 is 2 km/h or less, the process proceeds to step S230 to maintain the speed of the aircraft 1 by adjusting the rotation speed of the engine 5 or the like. , to end the power limit control. Note that the HST 7 may also be controlled to adjust the deceleration rate and the speed of the airframe 1 .

As a result, in the power limiting control by the power limiting unit 61 of the deceleration control unit 55, the speed of the machine body 1 is reduced to 2 km/h (step S220), or the speed of the machine body 1 is maintained at 2 km/h (step S230). be able to. After executing and ending the power limitation control in this manner, the control returns to the warning deceleration execution control shown in FIG. 5 and ends the warning deceleration execution control.
On the other hand, if the determination result in step S120 is false (No) and it is determined that the point Pn is not located in zone 2, the process proceeds to step S130.

In step S130, it is determined whether the point Pn is located in zone 3 or not. When it is determined that the determination result in step S130 is true (Yes) and the point Pn is located in zone 3, the process proceeds to step S153, and the warning control unit 57 executes the third warning control. In this third warning control, for example, the monitor 21 displays "Decelerate because the obstacle 100 is located in zone 3", the speaker 23 continuously sounds a buzzer, and the warning light 24 turns red. By lighting the lamp that shines continuously, it is possible to issue a warning that is more easily recognized by the operator and surrounding workers than the second warning control. After executing the third warning control in step S153 in this manner, the process proceeds to step S170, where the HST braking control by the HST braking section 63 of the deceleration control section 55 is executed.

Referring to FIG. 9, a routine showing a control procedure of HST braking control executed by the HST braking section 63 of the deceleration control section 55 is shown in a flowchart. At step S310, the HST 7 is placed in a neutral state and the process proceeds to step S315. By setting the HST 7 to the neutral state in this way, the machine body 1 can be inhibited from moving forward and backward, and the machine body 1 can be decelerated and stopped in the same way as when the operator operates the forward/reverse lever 13 to the neutral position.

In step S315, it is determined whether the point Pn is located in zone 4 or not. When it is determined that the determination result in step S315 is true (Yes) and the point Pn is located in zone 4, the HST braking control is terminated. If the determination result in step S315 is false (No) and it is determined that the point Pn is not located in zone 4, the process proceeds to step S320.

In step S320, it is determined whether or not the neutral state of the HST 7 has passed for a certain period of time while the speed of the airframe 1 detected by the speed sensor 31 is 0 km/h. If the determination result in step S320 is false (No) and it is determined that the HST 7 is in the neutral state within the given time period while the speed of the aircraft 1 is 0 km/h, the process returns to step S315, and the determination result in step S320 is true (Yes). ), when it is determined that the neutral state of the HST 7 has passed for a certain period of time (for example, two seconds) while the speed of the airframe 1 is 0 km/h, the HST braking control is terminated.

Here, since the speed sensor 31 uses a rotation pulse detection sensor in this embodiment, when the rotation speed of the pressure roller 3 decreases, the detection accuracy of the rotation speed decreases. Detection accuracy may also be degraded. Therefore, by determining whether or not the neutral state of the HST 7 has passed for a certain period of time when the speed of the airframe 1 detected by the speed sensor 31 is 0 km/h, it is possible to accurately determine whether or not the airframe 1 has stopped. can do.

As described above, in the HST braking control executed by the HST braking section 63 of the deceleration control section 55, the HST 7 is placed in the neutral state to start decelerating the airframe 1 (step S310), and it is determined that the HST 7 has been in the neutral state for a certain period of time. That is, when it is determined that the machine body 1 has stopped (Yes in step S320), the machine body 1 can be decelerated by the HST 7 and furthermore, it can be determined that the machine body 1 has stopped.

If the point Pn is located in zone 4 until it is determined that the HST 7 has been in the neutral state for a certain period of time while the speed of the airframe 1 detected by the speed sensor 31 is 0 km/h (No in step S320). (Yes in step S315), by ending the HST braking control without waiting until the neutral state of the HST 7 has passed for a certain period of time, the process proceeds to step S180, which will be described later, and the parking brake control is executed to reduce the aircraft 1 to the maximum. It is possible to reliably prevent the body 1 from contacting the obstacle 100 by braking at speed.

Returning to FIG. 5, after the HST braking control is executed in step S170, the process proceeds to step S180 to execute the parking brake control, and after ending this routine, this routine is repeated again. In this parking brake control, the state of the friction brake device 4 is controlled so that the pressure roller 3 is locked and the machine body 1 is braked at maximum deceleration to be in the parking state. As a result, the rotation of the pressure roller 3 can be properly locked, the machine body 1 can be parked, and contact with the obstacle 100 can be reliably prevented.
On the other hand, if the determination result in step S130 is false (No) and it is determined that the point Pn is not located in zone 3, the process proceeds to step S140.

In step S140, it is determined whether the point Pn is located in zone 4 or not. When it is determined that the determination result of step S140 is true (Yes) and the point Pn is located in zone 4, the process proceeds to step S154 and the warning control unit 57 executes the fourth warning control. In this fourth warning control, for example, "Sudden deceleration due to sudden intrusion of obstacle 100 into zone 4" is displayed, a buzzer sound is continuously emitted from the speaker 23, and the warning lamp 24 glows red. light up continuously.

As a result, the operator and surrounding workers are warned in the same manner as the third warning control. can warn you of an intrusion into After executing the fourth warning control in step S154 in this way, the routine proceeds to step S180, executes the above-described parking brake control, and ends this routine.

Then, the determination result of step S140 is false (No) and the point Pn is not located in zone 4, that is, the determination results of steps S110 to S140 are all false (No), and the point Pn is in any position in zones 1 to 4. When it is determined that the obstacle 100 is not located at the point P1 from the airframe 1 and the obstacle 100 is far from the point P1, the warning deceleration execution control is terminated without executing warning control or braking control.

By executing the warning deceleration execution control in this way, when the point Pn is located in zone 1 (Yes in step S110), only the warning by the first warning control is executed (step S151), and when it is located in zone 2 (Yes in step S120) warns with second warning control (step S152) that is more easily recognized by the operator and surrounding workers than with the first warning control, and reduces the speed of machine body 1 by power limit control to reduce the speed (for example, 2 km /h) can be maintained (step S160).

Further, when the point Pn is located in zone 3 (Yes in step S130), a third warning control that is more easily recognized by the operator and surrounding workers than the second warning control is performed (step S153), and HST braking control is performed. The speed of the body 1 is decelerated and stopped (step S170), and furthermore, the compaction rollers 3 are locked to reliably stop the running of the body 1 (step S180).

Referring to FIG. 10, a graph shows the relationship between the speed change (vertical axis) of the machine body 1 and time (horizontal axis) due to the warning deceleration execution control. When the point Pn is located in the zone 2 (Yes in step S120), in the warning deceleration execution control, the speed of the machine body 1 is reduced to 2 km/h by the power limit control, and then the speed of the machine body 1 is reduced to the point Pn. It is maintained until it is positioned in zone 3 (see "predetermined period" in FIG. 10).

On the other hand, if the control for decelerating the machine body 1 and maintaining the speed of the machine body 1 during zone 2 such as the power limit control is not used, in other words, if there is no step S160 in the warning deceleration execution control ( 10), the time from the start of deceleration by the deceleration control unit 55 to the stop of the machine body 1 is shorter than the time in this embodiment (see “reference” and “difference” in FIG. 10). reference).

Therefore, in the warning deceleration execution control, by executing the power limitation control when the point Pn is located in the zone 2, the time required for the point Pn to move from the point P2 to the point P5, that is, the aircraft 1 starts decelerating. It is possible to lengthen the time from the start to the stop immediately before contacting the obstacle 100. - 特許庁

As a result, it is possible to increase the time required for the operator to recognize the obstacle 100 and take action such as deceleration, or for the operator to move if the obstacle 100 is a worker. Therefore, for the operator and the worker as the obstacle 100, it is possible to reduce the fear that the machine body 1 and the obstacle 100 will come into contact with each other or that they will fail to escape. Furthermore, since the vehicle travels at 2 km/h for a predetermined period (for example, about 1 to 2 seconds), the accuracy of braking the aircraft 1 by HST braking control and parking brake control can be improved.

Here, zone 2 is for securing a predetermined period of time required for the operator to recognize the obstacle 100 and take action such as deceleration, or for the operator to move if the obstacle 100 is a worker. is an interval of In other words, zone 2 has a start time and an end time set so as to continue for a predetermined period when it is assumed that the obstacle 100 continues to stop without moving.

By the way, according to FIGS. 5 to 7, when the aircraft 1 gradually approaches the obstacle 100 located behind the aircraft 1, the point Pn is located in the order of zone 1, zone 2, and zone 3, and is located in zone 3. At this time, the machine body 1 is stopped by the HST braking control and the parking brake control, so whether or not the point Pn is located in the zone 4 is not determined in step S140. On the other hand, when the point Pn is located in the zone 4 (Yes in step S140), for example, when the aircraft 1 starts moving backward from the state in which it is moving forward, it is misidentified that the aircraft 1 still continues moving forward. A case can be considered in which workers around the machine body 1 enter the rear of the machine body 1 .

Therefore, when the obstacle 100 is located in such a zone 4 (Yes in step S140), the aircraft 1 immediately stops in order to give priority to an emergency stop of the aircraft 1 rather than decelerating to prevent the road surface from becoming rough due to sudden braking. Machine brake control is executed (step S180). As a result, it is possible to prioritize the improvement of the safety of the rolling compaction work while improving the rolling compaction accuracy of the road surface.

Returning to FIG. 4, in step S10, if the determination result is false (No) and it is determined that there is no obstacle 100 behind the aircraft 1, the process proceeds to step S30 and the warning deceleration control canceling unit 51 executes warning deceleration cancellation control. do. When it is determined that there is no obstacle 100 behind the airframe 1, for example, the airframe 1 and the obstacle 100 are separated so that the infrared sensor 33 cannot detect the obstacle 100 positioned behind the airframe 1. It also includes cases where

Referring to FIG. 11, a routine showing a control procedure for warning deceleration cancellation control executed by warning deceleration control cancellation unit 51 is shown in a flowchart. In step S410, it is determined whether or not the machine body 1 is in the parking brake state. If the determination result of step S410 is true (Yes) and it is determined that the aircraft 1 is in the parking brake state, the process proceeds to step S420 to determine whether the parking brake switch (parking brake SW) 25 is in the parking position. , to determine whether the state of the friction brake device 4 is the parking brake state or the released state.

If the determination result of step S420 is true (Yes) and it is determined that the parking brake switch 25 is in the parking position, the process proceeds to step S430. In step S430, it is determined whether or not the forward/reverse lever 13 is in the neutral position. If the determination result in step S430 is true (Yes) and it is determined that the forward/reverse lever 13 is positioned at the neutral position, the process proceeds to step S460 to cancel warning control and deceleration control by warning deceleration execution control and warning deceleration. Terminate release control and terminate this routine.

On the other hand, it is determined that the determination result of at least one of step S420 and step S430 is false (No), that the parking brake switch 25 is in the parking release position, or that the forward/reverse lever 13 is not in the neutral position. If so, steps S420 and S430 are repeatedly executed. As a result, when the aircraft 1 is in the parking brake state (Yes in step S410), the parking brake state is maintained thereafter (Yes in step S420) and until the forward/reverse lever 13 is positioned at the neutral position (step S430). Yes) By maintaining the warning control and deceleration control by the warning deceleration execution control, it is possible to prevent an erroneous operation such as sudden acceleration of the aircraft 1 at the same time when the warning control or deceleration control is cancelled.

On the other hand, if the determination result in step S410 is false (No) and it is determined that the parking brake state is released, the process proceeds to step S440. In step S440, it is determined whether or not the machine body 1 is in the power limiting state by the power limiting section 61. FIG.

If the determination result in step S440 is false (No), that is, if the point Pn is located in zone 1 or if the aircraft 1 and the obstacle 100 are separated from the point P1, the process proceeds to step S460. The warning control by the warning deceleration execution control is canceled, the warning deceleration cancellation control is ended, and this routine ends. In the above description, step S460 cancels the warning control and deceleration control by the warning deceleration execution control. If no control is being executed, it ends without canceling anything.

Thus, in the case of control such as warning control that is not related to deceleration or stopping of the body 1, when it is determined that there is no obstacle 100 behind the body 1 (No in step S10), the warning control is canceled. , the operator's labor for canceling the deceleration control can be reduced.

On the other hand, when it is determined that the determination result in step S440 is true (Yes), for example, because the point Pn is located in zone 2, the power limiter 61 executes the power limit control by the warning deceleration execution control, When the obstacle 100 moves or the obstacle 100 deviates from the traveling direction of the airframe 1 due to the steering operation while decelerating and maintaining the speed of 1, the process proceeds to step S450.

In step S450, it is determined whether or not the accelerator pedal 15 is depressed (OFF). If the determination result in step S450 is false (No) and it is determined that the accelerator pedal 15 is depressed, the warning deceleration cancellation control is terminated, and this routine is terminated. On the other hand, if the determination result of step S450 is true (Yes) and it is determined that the accelerator pedal 15 is not depressed, the process proceeds to step S460, where the warning control and deceleration control by the warning deceleration execution control are canceled and the warning deceleration cancellation control is executed. End and terminate this routine.

As a result, even if it is determined that there is no obstacle 100 behind the aircraft 1 (No in step S10), the deceleration control is canceled while the accelerator pedal 15 remains depressed (step S460). , the rapid acceleration of the airframe 1 can be suppressed.

As described above, the roller compacting machine according to the present invention includes the rollers 3 for compacting the road surface, and the engine 5 and HST 7 for decelerating the body 1 by decelerating the rollers 3. The machine has an infrared sensor 33 for detecting the position of an obstacle 100 in the traveling direction of the aircraft 1 and the distance between the obstacle 100 and the aircraft 1, and a controller 40 for controlling the engine 5 and the HST 7. .

The controller 40 controls the zone 3, which is the section required for the aircraft 1 to stop before it contacts the obstacle 100, and the distance between the aircraft 1 and the obstacle 100 is the zone 3 or higher, that is, the point Pn or higher than the point P3. A zone determination unit 54 that determines a zone 2 that limits the speed of the airframe 1 and is a section separated from the point P5, and a deceleration control unit that executes deceleration control to decelerate the airframe 1 by controlling the engine 5 and HST 7. 55, the zone determination unit 54 determines zone 2 and zone 3 based on the distance between the obstacle 100 detected by the infrared sensor 33 and the aircraft 1, and the deceleration control unit 55 determines that the aircraft 1 is in the zone. 2, the engine 5 is controlled to decelerate the airframe 1 to 2 km/h and then maintain the speed for a predetermined period (power limit control in step S160). The machine body 1 is stopped (HST braking control in step S170).

Therefore, when the airframe 1 is positioned in zone 2, the engine 5 is controlled to decelerate the airframe 1 to 2 km/h, and then the speed of the airframe 1 is maintained at 2 km/h for a predetermined period, and the airframe 1 is positioned in zone 3. In this case, the airframe 1 is stopped, so the period from when the airframe 1 starts decelerating to when it stops to avoid contact with the obstacle 100 can be lengthened ("difference ”).

Since the speed sensor 31 for detecting the speed of the machine body 1 is provided, and the zone determination unit 54 sets each zone according to the speed of the machine body 1 detected by the speed sensor 31, the speed of the machine body 1 is The timing of the power limit control and the HST braking control can be changed according to.

It has a monitor 21, a speaker 23, and a warning light 24 for warning an operator who operates the machine body 1 or workers positioned around the machine body 1, and a controller 40 controls the monitor 21, the speaker 23, and the warning light 24. The zone determination unit 54 determines the distance between the aircraft 1 and the obstacle 100 more than zone 3, that is, the distance between the point Pn and the point P5 more than the point P2. , and the warning control unit 57 operates the monitor 21, the speaker 23, and the warning light 24 during the interval between zones 1 to 4, where the point Pn includes zone 1. It is possible to prevent the machine body 1 from decelerating by giving an early warning to an operator or a worker that an obstacle 100 is positioned in the direction of travel 1 to prompt them to take countermeasures such as movement of the obstacle 100 .
By suppressing the deceleration of the machine body 1 in this way, it is possible to suppress a decrease in work efficiency related to the rolling compaction work.

HST 7 for decelerating and stopping the rotation of the rolling pressure roller 3 and the friction brake device 4 stopping the rotation of the rolling pressure roller 3 to park the machine body 1 are provided. When the aircraft 1 is positioned in zone 3, the friction brake device 4 is operated to stop the aircraft 1 after a certain period of time has elapsed since the deceleration of the aircraft 1 was started by controlling the HST 7. It is possible to reliably stop the airframe 1 while suppressing the deterioration of the airframe.

Then, the zone determination unit 54 determines zone 4, which is a section necessary for stopping the aircraft 1 at maximum deceleration before the aircraft 1 contacts the obstacle 100, and the deceleration control unit 55 1 is positioned in zone 4, the friction brake device 4 is activated, so the machine body 1 prioritizes the improvement of the safety of the rolling compaction work rather than suppressing the roughening of the road surface due to the sudden braking of the machine body 1. can be stopped.

The controller 40 includes a warning deceleration control canceling unit 51 for canceling the deceleration control executed by the deceleration control unit 55, and the warning deceleration control canceling unit 51 controls the 1 is positioned in zone 2, when there is no obstacle 100 behind the aircraft 1, which is when the distance between the aircraft 1 and the obstacle 100 is greater than zone 2 (No in step S10), Further, when the acceleration operation of the accelerator pedal 15 is not performed, the deceleration control is released.

Further, the warning deceleration control canceling unit 51 determines that there is no obstacle 100 behind the machine body 1 when the machine body 1 is positioned in the zone 1 and the obstacle 100 is further away from the machine body 1 than in the zone 1. (No in step S10), the warning control is canceled.
As a result, it is possible to reduce the time and effort of the operator when canceling the deceleration control.

A parking brake switch 25 for activating and releasing the friction brake device 4 and a forward/reverse lever 13 for switching the traveling direction of the machine body 1 are provided. The controller 40 includes a warning deceleration control canceling unit 51 that cancels the deceleration control executed by the deceleration control unit 55 , and the warning deceleration control canceling unit 51 is the friction brake device 4 . is operating and the aircraft 1 is stopped, the deceleration control is canceled when the parking brake switch 25 is in the parking position and the forward/reverse lever 13 is in the neutral position. , it is possible to prevent an erroneous operation such that the machine body 1 suddenly accelerates at the same time as the deceleration control is released.

When the warning light 24 is removed from the socket 24a, the deceleration control unit 55 stops the execution of the deceleration control. , the execution of deceleration control by the deceleration control unit 55 can be prevented.

A seatbelt switch 27 is provided for detecting whether or not an operator who operates the machine body 1 is wearing a seatbelt device 27a for restraining the operator. Since execution of deceleration control is stopped when it is detected that the belt device 27a is not worn, deceleration control is executed when there is a possibility that the operator cannot prepare for deceleration of the machine body 1 by deceleration control. you can avoid it.

Although the description of the rolling compaction machine according to the present invention is finished above, the present invention is not limited to the above-described embodiments, and can be modified without departing from the gist of the invention.
For example, in the present embodiment, a tire roller was used as the body 1, but a rolling machine such as a vibrating roller or a Macadam roller may be used.

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

Further, in the present embodiment, the engine 5 is used to decelerate the airframe 1 in the power limit control, but the HST 7 may be controlled to decelerate the airframe 1 .

In this embodiment, the infrared sensor 33 is arranged on the rear side of the machine body 1, and the case where the machine body 1 moves backward has been described. Similar control may be performed when moving forward.

Further, in the present embodiment, the warning deceleration control canceling unit 51 releases the warning deceleration control canceling unit 51 when there is no obstacle 100 behind the aircraft 1 after the aircraft 1 is positioned in the zone 2 (No in step S10), and when the accelerator pedal is pressed. The deceleration control is canceled when the acceleration operation of 15 is not performed, but when the aircraft 1 and the obstacle 100 are separated from the zone 2, that is, the obstacle 100 is located in the zone 1. The deceleration control may be canceled when the accelerator pedal 15 is not being operated for acceleration.

1 Machine body 3 Roller pressure roller 4 Friction brake device (reduction device, parking brake device)
5 Engine (reduction gear)
7 HST (reduction device, hydraulic braking device)
13 forward/reverse lever 15 accelerator pedal (acceleration operation device)
21 monitor (warning device)
23 speaker (warning device)
24 warning light (warning device)
24a socket (mounting part)
25 parking brake switch (parking switch)
27 seatbelt switch 27a seatbelt device 31 speed sensor 33 infrared sensor (ranging sensor)
40 controller 51 warning deceleration control cancellation unit (deceleration control cancellation unit, warning control cancellation unit)
54 zone determination unit (section determination unit)
55 deceleration control unit 57 warning control unit 100 obstacle

Claims (10)

A rolling pressure roller that compacts the road surface,
A rolling compaction machine comprising:
a ranging sensor that detects an obstacle distance, which is the distance between the obstacle and the aircraft;
a controller that controls the speed reduction device;
The controller is
A stop section, which is a section necessary to stop the aircraft before it contacts the obstacle, and a section where the aircraft and the obstacle are separated by more than the stop section, and the speed of the aircraft is reduced. a section determination unit that determines a speed limit section to be restricted;
a deceleration control unit that controls the deceleration device to execute deceleration control for decelerating the aircraft,
The section determination unit determines the speed limit section and the stop section based on the obstacle distance detected by the ranging sensor,
The deceleration control unit is
When the zone determination unit determines that the obstacle is located in the speed limit zone, the speed reduction device is controlled to decelerate the aircraft to a specified speed, and then the obstacle moves to the stop zone. a rolling compactor, wherein the machine body is caused to travel while maintaining the specified speed for a period of time, and the machine body is stopped when the section determination unit determines that the obstacle is located in the stop section. . Having a speed sensor that detects the speed of the aircraft,
The section determination unit sets the speed limit section and the stop section according to the speed of the aircraft detected by the speed sensor.
A rolling machine according to claim 1, characterized in that: a warning device for warning an operator operating the machine body or a worker positioned around the machine body;
The controller includes a warning control unit that executes warning control to control the warning device,
The section determination unit determines a warning section, which is a section in which the aircraft and the obstacle are separated from the speed limit section, and
The warning control unit activates the warning device while the obstacle is positioned at least in the warning section.
A rolling machine according to claim 1, characterized in that: a hydraulic braking device that decelerates and stops the rotation of the pressure roller;
a parking brake device that stops the rotation of the rolling pressure roller and parks the machine body,
When the obstacle is located in the stop section, the deceleration control unit controls the hydraulic braking device to operate the parking brake device after a predetermined time has passed since deceleration of the aircraft is started. to stop the aircraft,
A rolling machine according to claim 1, characterized in that: A parking brake device is provided to stop the rotation of the rolling pressure roller and park the machine body,
The section determination unit determines a sudden stop section, which is a section required to stop the aircraft at maximum deceleration before the aircraft contacts the obstacle,
The deceleration control unit operates the parking brake device when the obstacle is positioned in the sudden stop section.
A rolling machine according to claim 1, characterized in that: Equipped with an acceleration operation device for an operator to accelerate the aircraft,
the controller includes a deceleration control canceling unit that cancels the deceleration control executed by the deceleration control unit;
The deceleration control canceling unit separates the aircraft from the obstacle beyond the speed limit section after the obstacle is positioned in the speed limit section, and the acceleration operation device is not operated for acceleration. when the deceleration control is released;
A rolling machine according to claim 1, characterized in that: The controller includes a warning control cancellation unit that cancels the warning control executed by the warning control unit,
The warning control canceling unit cancels the warning control when the obstacle is positioned in the warning section and the aircraft and the obstacle are separated from each other by more than the warning section.
4. A compaction machine according to claim 3, characterized in that: a parking switch for operating and releasing the parking brake device;
and a forward/reverse lever that switches the traveling direction of the aircraft,
the forward/reverse lever has a neutral position that prohibits forward and backward movement of the aircraft and decelerates and stops the aircraft;
the controller includes a deceleration control canceling unit that cancels the deceleration control executed by the deceleration control unit;
The deceleration control canceling unit is configured such that, when the aircraft parking brake device is activated and the aircraft is stopped, the aircraft parking switch is at the aircraft parking position and the forward/reverse lever is at the neutral position. canceling the deceleration control when
5. A compaction machine according to claim 4, characterized in that: a warning device for warning an operator operating the machine body or a worker positioned around the machine body;
The warning device
a mounting portion disposed on the fuselage;
a warning light detachable from the mounting portion,
The deceleration control unit stops executing the deceleration control when the warning light is removed from the mounting unit.
A rolling machine according to claim 1, characterized in that: a seatbelt switch for detecting whether or not an operator operating the aircraft is wearing a seatbelt device for restraining the operator;
When the seatbelt switch detects that the operator is not wearing the seatbelt device, the deceleration control unit stops executing the deceleration control.
A rolling machine according to claim 1, characterized in that:

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