JP7165639B2 - compaction machine - Google Patents

Description

TECHNICAL FIELD The present invention relates to a compaction machine, and more particularly to a technique for optimizing information to be notified to an operator.

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 compacts the pavement material with a compaction roller while traveling at a constant speed (the speed during operation, which will be described later) on a road surface covered with pavement material such as an asphalt mixture.

In such road surface paving work, in addition to the operator who operates the compaction machine, there are workers who check the degree of perfection of the road surface, and so-called triangular cones (hereinafter referred to as obstacles) placed as indicators of the construction range. ), multiple obstacles may be located on the road surface.
Therefore, a technology (hereinafter referred to as automatic deceleration technology) has been developed that uses a sensor for detecting an obstacle and automatically stops the roller compaction machine when the obstacle is detected (Patent Document 1).

By the way, the compaction machine may travel on a public road when moving between work sites. In such a case, the compaction machine runs at road speed (eg 20 km/h) instead of working speed (eg 4 km/h).

Here, in the tire roller in the technology disclosed in Patent Document 1, the dimension of the detection range in the vehicle width direction is taken as the vehicle width dimension of the tire roller in order to avoid a situation in which the vehicle (body) stops unnecessarily. They are set to be substantially the same (paragraph [0022] of Patent Document 1). Therefore, when applying the automatic deceleration technology even when the compaction machine runs at the speed for transportation, it is necessary to improve the detection accuracy of the sensor and to use it when running at the speed for running on public roads. It is conceivable to provide a separate sensor in

JP 2019-12394 A

However, in order to improve the detection accuracy of the sensor, an expensive sensor must be used, and providing a separate sensor also requires additional costs for the sensor. In addition, the automatic deceleration technology is originally provided as an auxiliary position for the operator during the rolling compaction work. spending money is not desirable.

On the other hand, for example, an operator who knows that the compaction machine will stop due to the automatic speed reduction technology during work may try whether or not the automatic speed reduction technology is activated while traveling on a public road, which is not preferable. .

The present invention has been made in view of such problems, and its object is to be able to accurately notify the operator to operate the compaction machine (body) without relying on the automatic speed reduction technology. To provide a rolling compaction machine.

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, An obstacle sensor for detecting that an obstacle is positioned in the traveling direction of the aircraft, a maximum speed setting switch for setting the maximum speed of the aircraft by the operator, and an operator operating the aircraft in a predetermined notification manner. and a controller for controlling the deceleration device and the notification device, the controller includes a driving mode determination unit for determining a driving mode of the aircraft, and a traveling direction of the aircraft by the obstacle sensor. an automatic deceleration control unit that executes automatic deceleration control to decelerate the aircraft by controlling the deceleration device when an obstacle is detected to be located in the airframe; and a notification control unit that controls the notification device. and the automatic deceleration control is a control for stopping the aircraft before it contacts the obstacle if the driving mode determined by the driving mode determination unit is within a predetermined range of driving modes . When the driving mode determined by the driving mode determining section is out of the range of the predetermined driving mode, the notification control section controls the notification device to notify the operator of the predetermined driving mode . When the maximum speed of the aircraft body set by the maximum speed setting switch is equal to or higher than a predetermined speed, the driving mode determination unit determines that the driving mode is out of the range of the predetermined driving mode. It is characterized by

Thus, when the maximum speed of the machine body set by the maximum speed setting switch is equal to or higher than the predetermined speed, the running mode determination unit determines that the running mode of the machine body is out of the range of the predetermined running mode. By doing so, since the maximum speed of the aircraft is equal to or higher than the predetermined speed, it is possible to notify the operator to operate the aircraft without relying on automatic deceleration control.
Further, the rolling compaction machine of the present invention is a rolling compaction machine comprising a rolling compaction roller for compacting a road surface, and a deceleration device for decelerating the body by decelerating the rolling compaction roller, wherein in the traveling direction of the body, An obstacle sensor that detects the position of an obstacle, a speed sensor that detects the speed of the aircraft, a notification device that notifies an operator operating the aircraft in a predetermined notification manner, the deceleration device, and the notification device. and a controller that controls the traveling mode determination unit that determines the traveling mode of the aircraft, and when the obstacle sensor detects that an obstacle is positioned in the traveling direction of the aircraft. , an automatic deceleration control unit that controls the deceleration device to execute automatic deceleration control for decelerating the aircraft; and a notification control unit that controls the notification device, wherein the automatic deceleration control includes the driving mode determination unit If the running mode determined by is within the range of a predetermined running mode, the control is to stop the aircraft before it contacts the obstacle, and the notification control unit controls the running mode When the driving mode determined by the determination unit is a driving mode outside the range of the predetermined driving mode, the notification device is controlled to notify the operator in the predetermined reporting mode, and the driving mode determination unit When the speed of the body detected by the speed sensor is equal to or higher than a predetermined speed, it is determined that the running mode is out of the range of the predetermined running mode.
As a result, when the speed of the aircraft is equal to or higher than the predetermined speed, the driving mode determination unit determines that the driving mode of the aircraft is outside the range of the predetermined driving mode. Since the speed is equal to or higher than the predetermined speed, it is possible to notify the operator to operate the aircraft without relying on automatic deceleration control.

As another aspect, the controller includes an automatic deceleration canceling unit that disables the automatic deceleration control by the automatic deceleration control unit, and the automatic deceleration canceling unit is configured to cancel the driving mode determined by the driving mode determination unit. Preferably, the automatic deceleration control by the automatic deceleration control section is disabled when the running mode is out of the range of the predetermined running mode.

Thus, when the driving mode determined by the driving mode determination unit is out of the range of the predetermined driving mode, the automatic deceleration control by the automatic deceleration control unit is invalidated, for example, the predetermined driving mode . It is possible to prevent an unexpected deceleration mode or the like of automatic deceleration control due to a running mode outside the range of the mode.

As another mode, it is preferable that the predetermined notification mode is a notification mode for notifying the operator that the automatic deceleration control has been disabled.
As a result, by informing the operator that the automatic deceleration control has been disabled, the vehicle can be operated without relying on the automatic deceleration control because the running mode is outside the range of the predetermined running mode and the automatic deceleration control is disabled. It is possible to notify the operator to operate.

As another aspect, it is preferable that the maximum speed setting switch is configured so that one speed can be selected from a plurality of speeds.
Thus, by configuring the maximum speed setting switch to select one speed from a plurality of speeds, the operator can easily set the maximum speed.

According to the compaction machine of the present invention, when the maximum speed of the machine body set by the maximum speed setting switch is equal to or higher than the predetermined speed, or when the speed of the machine body is equal to or higher than the predetermined speed, the running mode judgment unit judges is determined to be out of the range of the predetermined running mode, and the notification device notifies the operator that the running mode is out of the range of the predetermined running mode. The operator can be accurately notified to operate the aircraft without relying on control.

It is a side view of the body concerning a 1st embodiment. It is a perspective view of the operation unit seen from the body rear. FIG. 3 is a block diagram showing a connection configuration of a controller related to control of the rolling compaction machine in the first embodiment; 4 is a flowchart showing a control procedure routine for automatic deceleration control executed by an automatic deceleration control section of a controller; 4 is a flow chart showing a control procedure routine for the rolling compaction machine according to the first embodiment, executed by a controller. FIG. 11 is a block diagram showing a connection configuration of a controller related to control of the compaction machine in the second embodiment; FIG. 10 is a flow chart showing a control procedure routine of the roller compaction machine according to the second embodiment, which is executed by the controller; FIG.

<First embodiment>
An embodiment of the present invention will be described below with reference to the drawings.
Referring to FIG. 1, a side view of the airframe 1 according to the first embodiment is shown.
The machine body 1 is a tire roller having a front wheel (rolling pressure roller) 3 , a rear wheel (rolling pressure roller) 4 , a drive unit (reduction device) 5 , a sprinkler device 7 and an operation unit 9 . The machine body 1 has a mass of about 8 to 12 tons, and is a machine that performs compaction work in asphalt paving work by performing rolling compaction. The front wheels 3 and the rear wheels 4 are roller wheels made of rubber and having a flat contact surface. By driving the rear wheels 4, the machine body 1 can be driven, and by decelerating the machine body 1, the machine body 1 can be decelerated. is.

The drive unit 5 includes an engine 11 , HST (Hydraulic Static Transmission) 13 and drive shaft 15 . The engine 11 is an internal combustion engine that operates when fuel is supplied from a fuel tank (not shown). HST 13 is a closed hydraulic circuit having hydraulic pump 13a, hydraulic travel motor 13b and hydraulic path 13c. The hydraulic pump 13a is a so-called double-tilt hydraulic pump that circulates hydraulic oil using the driving force of the engine 11. By adjusting the inclination angle of a swash plate (not shown), the circulation amount and circulation direction of the hydraulic oil are adjusted. It is possible to As a result, the HST 13 operates the hydraulic pump 13a using the driving force of the engine 11, thereby circulating hydraulic oil to the hydraulic traveling motor 13b through the hydraulic path 13c, thereby driving the hydraulic traveling motor 13b. is.

The drive shaft 15 is a shaft member whose one end is interlockably connected to the hydraulic traveling motor 13 b of the HST 13 and whose other end is interlockably connected to the axle 14 that is the rotation shaft of the rear wheel 4 . As a result, the rear wheels 4 can cause the machine body 1 to travel by transmitting the driving force of the hydraulic travel motor 13 b through the drive shaft 15 and the axle 14 . In addition, since the hydraulic traveling motor 13b of the HST 13 interlocks with the rear wheels 4 through the drive shaft 15 and the axle 14, the rear wheels 4 can be decelerated by adjusting the amount of hydraulic oil circulated by the hydraulic pump 13a. is.

Here, the hydraulic traveling motor 13b is internally provided with a parking brake device 13d, and the axle 14 is provided with a service brake device 13e. The parking brake device 13d is a disk-type friction brake device that is activated by pressing a parking button (not shown). By activating the parking brake device 13d, it is possible to stop the driving of the hydraulic travel motor 13b. As a result, for example, when the machine body 1 is parked after work by the machine body 1, it is possible to operate the parking brake device 13d to prevent the machine body 1 from moving due to gravity on a slope or the like (parked state). . The service brake device 13e is a disc-type friction brake device that brakes the rotation of the axle 14 when an operator presses a brake pedal (not shown).

The water sprinkler 7 is a device that sprays and sprinkles water stored in a water tank (not shown) formed in the frame of the machine body 1 onto the front wheels 3 and rear wheels 4 and the road surface. As a result, the sprinkler device 7 can reduce the adhesion between the front wheels 3 and the rear wheels 4 and the asphalt pavement material, thereby suppressing roughening of the paved road surface.

Referring to FIG. 2, a perspective view of the operation unit 9 viewed from the rear of the aircraft is shown. The operation unit 9 includes a forward/reverse lever 21 , a steering wheel 23 and an operation panel 25 . This operation unit 9 is a device for the operator to perform various operations of the machine body 1 such as running, steering, braking and the like.

The forward/reverse lever 21 is a lever that is operated by the operator to control the HST 13 to change the rotation direction of the rear wheels 4 and switch the traveling direction of the machine body 1 in the longitudinal direction. The steering 23 is a steering device that is operated by an operator to turn the front wheels 3 about the up-down direction of the machine body, thereby adjusting the traveling direction in the left-right direction of the machine body. The operation panel 25 is an operation device having a monitor (notification device) 31 , a speaker (notification device) 33 , a lamp (notification device) 34 and a maximum speed setting switch 35 .

The monitor 31 is a liquid crystal panel that displays the traveling speed of the body 1, the remaining amount of fuel, various setting states, and the like. The speaker 33 can emit a buzzer sound or the like. The lamp 34 is a warning light capable of emitting visible light visible to the operator.

By setting the maximum speed setting switch 35 by the operator, the aircraft 1 can be operated at three stages (multiple speeds) of low speed (eg 4 km/h), medium speed (eg 8 km/h) and high speed (eg 20 km/h). A switch that allows you to set the maximum speed. The low speed is a speed suitable for the early stage of compaction work, the medium speed is a speed suitable for the final stage of compaction work, and the high speed is a speed suitable for traveling on public roads. Here, an accelerator pedal 37 is arranged below the operation unit 9, which is the foot of the operator when he gets on the vehicle (FIG. 1). Accordingly, the operator can accelerate, decelerate, and stop the machine body 1 by adjusting the amount of pressure applied to the accelerator pedal 37 . Therefore, by setting the maximum speed of the fuselage 1 using the maximum speed setting switch 35, the operator can easily adjust the amount of pressure applied to the accelerator pedal during the compaction work, and prevent insufficient rolling pressure due to excessive speed. etc. can be suppressed.

Returning to FIG. 1 , a warning light 41 , an infrared sensor (obstacle sensor) 43 , a speed sensor 45 and a controller 47 are arranged in the airframe 1 according to the first embodiment. The warning light 41 is attached to the roof 2, for example, and is a warning light that emits visible light of a plurality of colors such as red, yellow, green, and blue toward workers positioned around the machine body 1. FIG. This warning light 41 is detachably arranged, and is removed to distinguish it from an emergency vehicle when the machine body 1 travels on a public road.

The infrared sensor 43 is an obstacle detection sensor that emits infrared rays in the traveling direction of the aircraft 1 and detects the presence or absence of an obstacle in the traveling direction and the distance between the aircraft 1 and the obstacle. It is The speed sensor 45 is, for example, a rotation sensor arranged on the rotating shaft of the front wheel 3 and can detect the speed of the body 1 based on the number of rotations of the front wheel 3 .

Referring to FIG. 3, a block diagram shows the connection configuration of the controller 47 for controlling the compaction machine in the first embodiment. The controller 47 is a control device for performing comprehensive control including operation control of the drive unit 5, and includes an input/output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), and the like. is composed of

The input side of the controller 47 is electrically connected to the infrared sensor 43 , the speed sensor 45 and the maximum speed setting switch 35 . As a result, the controller 47 receives information about the presence or absence of obstacles in the traveling direction of the aircraft 1 and the distance between the aircraft 1 and the obstacles from the infrared sensor 43 , and information about the speed of the aircraft 1 from the speed sensor 45 . Information on the maximum speed of the aircraft 1 set by the operator is input from the maximum speed setting switch 35 .

Further, the driving unit 5, the warning light 41, the monitor 31, the speaker 33 and the lamp 34 are electrically connected to the output side of the controller 47. FIG. As a result, the controller 47 controls the acceleration and deceleration of the machine body 1 by controlling the engine 11 of the drive unit 5 and the hydraulic pump 13a of the HST 13, and controls the parking brake device 13d to park the machine body 1. state can be made.

Further, the controller 47 can display information, warnings, etc. around the aircraft 1 by controlling the warning light 41, and display a predetermined notification image to the operator by controlling the monitor 31 (predetermined notification mode). By controlling the speaker 33, a buzzer sound can be emitted so that the operator can hear it (predetermined notification mode). Light can be emitted as much as possible (predetermined notification mode).

Here, the controller 47 is provided with an automatic deceleration control section 51 , a driving mode determination section 53 , an automatic deceleration cancellation section 55 and a notification control section 57 . The automatic deceleration control unit 51 receives, for example, information about the presence or absence of obstacles in the traveling direction of the aircraft 1 and the distance between the aircraft 1 and the obstacles input from the infrared sensor 43, and information about the speed of the aircraft 1 input from the speed sensor 45. (automatic deceleration control to be described later) for controlling the engine 11 and the HST 13 of the drive unit 5 so that the machine body 1 stops before it contacts an obstacle, regardless of the operator's operation. The driving mode determination unit 53 is a determination unit that determines the driving mode such as the maximum speed of the machine body 1 based on the information about the maximum speed of the machine body 1 set by the operator input from the maximum speed setting switch 35 .

The automatic deceleration canceling unit 55 enables the automatic deceleration control by the automatic deceleration control unit 51 based on the information on the automatic deceleration control by the automatic deceleration control unit 51 and the running mode of the aircraft 1 determined by the running mode determination unit 53, or It is a control unit that can disable automatic deceleration control. The notification control unit 57 is a control unit that controls the warning light 41 , the monitor 31 , the speaker 33 and the lamp 34 based on the running mode of the aircraft 1 determined by the running mode determination unit 53 .

Referring to FIG. 4, a routine showing a control procedure of automatic deceleration control executed by the automatic deceleration control section 51 of the controller 47 is shown in a flow chart, and the routine will be described below along the same flow chart. This routine starts when the engine 11 is activated (IGN ON) by an ignition key (not shown) (step S10).

In step S20, the infrared sensor 43 determines whether or not there is an obstacle in the traveling direction of the body 1. FIG. If the result of determination in step S20 is false (No) and it is determined that there is no obstacle in the traveling direction of the body 1, this routine ends. On the other hand, if the result of determination in step S20 is true (Yes) and it is determined that an obstacle exists (is located) in the traveling direction of the body 1, the process proceeds to step S30.

In step S30, based on the distance between the body 1 and the obstacle and the speed of the body 1, it is determined whether deceleration of the body 1 is necessary. As a specific example, based on the distance between the aircraft 1 and the obstacle and the speed of the aircraft 1, the deceleration required for the aircraft 1 to stop before contacting the obstacle is determined by, for example, a pre-stored deceleration of the aircraft 1. It is determined whether or not the value obtained by multiplying the maximum speed (maximum deceleration) by a predetermined safety factor is exceeded. If the determination result in step S20 is false (No) and it is determined that deceleration of the machine body 1 is not necessary yet, this routine ends. On the other hand, if the determination result of step S20 is true (Yes) and it is determined that deceleration of the machine body 1 is necessary, the process proceeds to step S40.

In step S40, by controlling the engine 11 and HST 13 of the drive unit 5, deceleration of the body 1 is started at maximum deceleration, and the process proceeds to step S50. In step S50, warning information such as "Automatic deceleration" is displayed on the monitor 31, and the process proceeds to step S60. ) is turned on, and the process proceeds to step S80.

As a result, in steps S20 to S70, the infrared sensor 43 determines that there is an obstacle in the traveling direction of the aircraft 1 (Yes in step S20). When it is determined that deceleration of the airframe 1 is necessary (Yes in step S30), deceleration of the airframe 1 is started at maximum deceleration by controlling the engine 11 and HST 13 of the drive unit 5 (step S40). , the speaker 33 and the warning light 41 can be used to warn the operator and workers positioned around the machine body 1 that the machine body 1 will stop at the maximum deceleration (steps S50 to S70).

In step S80, it is determined whether or not the body 1 has stopped. Here, the method of determining whether or not the machine body 1 has stopped may be based on whether or not a certain period of time has elapsed since the speed of the machine body 1 detected by the speed sensor 45 became less than 1 km/h. should be If the determination result of step S80 is false (No) and it is determined that the aircraft 1 has not stopped, step S80 is repeatedly executed, and if the determination result of step S80 is true (Yes) and it is determined that the aircraft 1 has stopped , the process proceeds to step S90. In step S90, the parking brake device 13d of the HST 13 is operated and the routine ends.

Accordingly, in steps S80 and S90, when it is determined that the machine body 1 has stopped (step S80), the parking brake device 13d of the HST 13 is operated to stop driving the hydraulic traveling motor 13b, thereby rotating the rear wheels 4. can be reliably prevented. Therefore, the automatic deceleration control controls the drive unit 5 to decelerate the aircraft 1 when the infrared sensor 43 detects that an obstacle is positioned in the traveling direction of the aircraft 1, so that the aircraft 1 contacts the obstacle. The aircraft 1 can be stopped in front. After this routine ends, the automatic deceleration control unit 51 repeatedly executes automatic deceleration control.

Referring to FIG. 5, a routine showing a control procedure of the rolling compaction machine according to the first embodiment executed by the controller 47 is shown in a flow chart, and the routine will be described below along the flow chart. This routine, like the automatic deceleration control, starts when the engine 11 is activated (IGN ON) by an ignition key (not shown) (step S10).

In step S<b>120 , based on the information input from the maximum speed setting switch 35 , the traveling mode determination unit 53 determines whether the maximum speed of the machine body 1 set by the operator is high. If the determination result in step S120 is false (No) and it is determined that the maximum speed of the machine body 1 set by the operator is low or medium speed, the process proceeds to step S130 and the automatic deceleration control by the automatic deceleration control unit 51 is enabled. , terminate this routine. On the other hand, if the determination result in step S120 is true (Yes) and it is determined that the maximum speed of the machine body 1 set by the operator is high, the process proceeds to step S140 to disable the automatic deceleration control by the automatic deceleration control unit 51, The process proceeds to step S150.

By the way, in the automatic deceleration control by the automatic deceleration control unit 51, when the machine body 1 runs at a speed of, for example, 10 km/h (predetermined running mode, predetermined speed) or more, it is running at a medium speed (eg, 8 km/h). The time required to stop the machine body 1 is longer than in the case of In other words, the distance required from the start of deceleration of the airframe 1 to the stop of the airframe 1 also increases. In particular, since the automatic deceleration control by the automatic deceleration control unit 51 is mainly used for the purpose of suppressing collisions between the machine body 1 and obstacles at the work site, the asphalt pavement material and the contact surface are flat. It is assumed that the front wheels 3 and the rear wheels 4, which are wheels, are decelerated in a deceleration mode in a wet and slippery state by the sprinkler device 7, so deceleration on public roads is more deceleration than expected. There is a possibility of unexpected deceleration mode, such as deceleration.

That is, in steps S120 to S140, the speed during compaction work using the machine body 1 is less than 10 km/h, in other words, the maximum speed of the machine body 1 set by the operator is low (for example, 4 km/h) or If the speed is medium (e.g., 8 km/h) (No in step S120), the machine body 1 is in compacting operation, and the machine body 1 can be stopped as expected (within the range of the predetermined traveling mode). , and the automatic deceleration control by the automatic deceleration control unit 51 can be enabled (step S130).

On the other hand, if the maximum speed of the machine body 1 set by the operator is 10 km/h or higher, in other words, if it is a high speed (for example, 20 km/h) (Yes in step S120), the machine body 1 is traveling on a public road instead of compacting. (outside the range of the predetermined driving mode), it is determined that it is unclear whether the aircraft 1 can be stopped as expected, the automatic deceleration control by the automatic deceleration control unit 51 is invalidated, and the unexpected deceleration mode It is possible to prevent the body 1 from decelerating (step S140).

In step S150, the monitor 31 displays notification information such as "Automatic deceleration control will not be executed because it is possible to travel at a speed of 10 km/h or more" (predetermined notification mode), and the process proceeds to step S160, and the speaker 33, a buzzer is sounded for, for example, one second (predetermined notification mode), and the process proceeds to step S170. Then, in step S170, the lamp 34 is flashed so as to light up twice per second (predetermined notification mode), and this routine is terminated, and this routine is repeatedly executed.

In this way, in steps S150 to 170, by displaying notification information on the monitor 31 (step S150), the operator can be visually informed that the automatic deceleration control by the automatic deceleration control unit 51 is disabled (step S140). can be notified. Further, by blowing a buzzer sound from the speaker 33 (step S160), even if the operator does not visually recognize the monitor 31, it is possible to notify the operator through hearing. Furthermore, by blinking the lamp 34 so as to light up twice per second, for example (step S170), even when the warning light 41 is removed in order for the machine body 1 to travel on public roads, the operator can Notification can be made by light.

As described above, the compaction machine according to the first embodiment includes the front wheels 3 and the rear wheels 4 for compacting the road surface, and the drive unit 5 for decelerating the machine body 1 by decelerating the rear wheels 4. In the roller compaction machine, an infrared sensor 43 for detecting the position of an obstacle in the traveling direction of the machine body 1, a monitor 31, a speaker 33 and a lamp 34 for notifying the operator who operates the machine body 1 in a predetermined notification mode, and a drive and a controller 47 that controls the unit 5 , the monitor 31 , the speaker 33 and the lamp 34 .

When the controller 47 detects that an obstacle is positioned in the traveling direction of the machine body 1 by means of the traveling mode determination unit 53 that determines the traveling mode of the machine body 1 and the infrared sensor 43 (Yes in step S20), the drive unit 5 to execute automatic deceleration control for decelerating the aircraft 1, and a notification control unit 57 for controlling the monitor 31, the speaker 33 and the lamp 34. If the running mode is within the range of the predetermined running mode, the control is to stop the machine body 1 before the machine body 1 comes into contact with the obstacle. is out of the range of the predetermined driving mode (Yes in step S120), the monitor 31, speaker 33 and lamp 34 are controlled to notify the operator in a predetermined reporting mode (steps S150 to S170).

Therefore, when the driving mode determined by the driving mode determination unit 53 is out of the range of the predetermined driving mode, the monitor 31, the speaker 33 and the lamp 34 inform the operator that the driving mode is out of the predetermined range of the driving mode. Therefore, the operator can be notified to operate the machine body 1 without relying on the automatic deceleration control.

By informing the operator to operate the machine body 1 without relying on the automatic deceleration control in this way, the operator is prevented from trying to determine whether or not the automatic deceleration control should be executed, and the operation of the machine body 1 is suppressed. It is possible to raise awareness of safety when doing so.

The controller 47 includes an automatic deceleration canceling unit 55 that disables the automatic deceleration control by the automatic deceleration control unit 51, and the automatic deceleration canceling unit 55 determines that the driving mode determined by the driving mode determination unit 53 is a predetermined driving mode. Since the automatic deceleration control by the automatic deceleration control unit 51 is disabled when it is determined that the vehicle is out of the range of the driving mode, for example, the automatic deceleration control is not expected due to the driving mode being outside the range of the predetermined driving mode. deceleration mode, etc. can be prevented.

Since the predetermined notification mode is a notification mode for notifying the operator that the automatic deceleration control has been disabled, the driving mode is outside the range of the predetermined driving mode, and the automatic deceleration control is disabled. The operator can be well notified to operate the machine body 1 without relying on the

In particular, there is a maximum speed setting switch 35 for setting the maximum speed of the machine body 1 by the operator, and the traveling mode determination unit 53 determines that the maximum speed of the machine body 1 set by the maximum speed setting switch 35 is high. When the speed is 10 km/h (predetermined speed) or more, it is determined that the vehicle is out of the range of the predetermined running mode. Therefore, the operator can be notified to operate the aircraft 1 without relying on automatic deceleration control.

In this manner, by notifying the operator when the maximum speed of the machine body 1 is set to a high speed by operating the maximum speed setting switch 35, the operator is notified that the maximum speed of the machine body 1 is set by operating the maximum speed setting switch 35. It is also possible to make the driver recognize that the running mode is out of the range of the predetermined running mode.

Since the maximum speed setting switch 35 is configured so that one speed can be selected from a plurality of speeds (low speed, medium speed, high speed), the operator can easily set the maximum speed.

<Second embodiment>
A second embodiment will be described below with reference to FIGS. Note that the description of the configuration and effects common to those of the first embodiment will be omitted, and the portions different from those of the first embodiment will be described here.

Referring to FIG. 6, a block diagram shows the connection configuration of the controller 47 for controlling the compaction machine in the second embodiment. A speed sensor 45 is electrically connected to the driving mode determination unit 153 of the controller 47 in the second embodiment. That is, the driving mode determination unit 153 in the second embodiment determines the driving mode of the machine body 1 based on the information about the speed of the machine body 1 input from the speed sensor 45 .

Referring to FIG. 7, a routine that is executed by the controller 47 and shows the control procedure of the rolling compaction machine according to the second embodiment is shown in a flow chart. In the second embodiment, step S220 is executed instead of step S120 of the first embodiment. In step S<b>220 , the traveling mode determination unit 153 determines whether or not the speed of the machine body 1 is 10 km/h or more based on the information about the speed of the machine body 1 input from the speed sensor 45 .

If the determination result in step S220 is false (No) and it is determined that the speed of the machine body 1 is less than 10 km/h (within the range of the predetermined running mode), the process proceeds to step S130, and the automatic deceleration control unit 51 automatically decelerates. Enable the control and exit this routine. On the other hand, if the determination result of step S220 is true (Yes) and it is determined that the speed of the machine body 1 is 10 km/h or more (outside the range of the predetermined driving mode), the process proceeds to step S140 and the automatic deceleration control unit 51 The automatic deceleration control is disabled, and the process proceeds to step S150.

As a result, in step S220, if the speed of the machine body 1 is less than 10 km/h (No in step S220), it is determined that the machine body 1 is in compaction operation and that the machine body 1 can be stopped as expected. Then, the automatic deceleration control by the automatic deceleration control unit 51 can be enabled (step S130). On the other hand, if the speed of the machine body 1 is 10 km/h or more (Yes in step S220), the machine machine 1 is traveling on a public road, not during compaction work, and it is unclear whether the machine machine 1 can be stopped as expected. , the automatic deceleration control by the automatic deceleration control unit 51 is disabled, and the aircraft 1 can be prevented from decelerating in an unexpected deceleration mode (step S140).

That is, in the second embodiment, automatic deceleration control by the automatic deceleration control unit 51 can be enabled or disabled according to the speed of the aircraft 1 . Also, in steps S150 to 170, the notification information is displayed on the monitor 31 according to the speed of the machine body 1 (step S150), and the automatic deceleration control by the automatic deceleration control unit 51 is disabled (step S140). is visually notified to the operator (predetermined notification mode), or by sounding a buzzer sound from the speaker 33 (step S160), the operator is audibly notified (predetermined notification mode) and the lamp 34 is blinked. By doing so (step S170), the operator can be notified by light (predetermined notification mode).

As described above, the compaction machine according to the second embodiment has the speed sensor 45 that detects the speed of the machine body 1, and the traveling mode determination unit 153 determines that the speed of the machine body 1 detected by the speed sensor 45 is When the speed is 10 km/h (predetermined speed) or more, it is determined that the vehicle is outside the range of the predetermined driving mode.
Therefore, when the machine body 1 is running at a speed of 10 km/h or more, it is determined to be outside the range of the predetermined running mode. Therefore, the operator can be notified to operate the aircraft 1 without relying on automatic deceleration control.

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, tire rollers are used as the machine body 1, but one or both of the rollers such as a combined roller, a vibrating roller, or a Macadam roller may be a roller compacting machine having iron wheels.

Further, in the present embodiment, the monitor 31, the speaker 33 and the lamp 34 are used as notification modes, but other modes such as a horn may be used for notification.

Further, in the first embodiment, the maximum speed setting switch 35, which can set the maximum speed of the machine body 1 in three stages of low speed, medium speed, and high speed, was used as the maximum speed setting switch. A configurable switch may be used. In this case, in step S120, it may be determined whether or not the operator has selected a speed equal to or higher than a predetermined speed.

Further, the driving mode determination unit 53 of the first embodiment determines whether or not the maximum speed set by the maximum speed setting switch 35 is equal to or higher than a predetermined speed (step S120), and the driving mode determination unit 153 of the second embodiment , the traveling mode of the machine body 1 is determined by determining whether or not the speed of the machine body 1 detected by the speed sensor 45 is equal to or higher than a predetermined speed (step S220). It may be determined that the traveling mode of the machine body 1 is traveling on a public road (outside the range of the predetermined traveling mode).

In the present embodiment, the speed of the machine body 1 is used as the predetermined running mode. It may be out of the scope of the embodiment.

1 fuselage 3 front wheel (roller roller)
4 Rear wheel (roller roller)
5 drive unit (reduction gear)
31 monitor (notification device)
33 speaker (notification device)
34 lamp (notification device)
35 Maximum speed setting switch 43 Infrared sensor (obstacle sensor)
45 speed sensor 47 controller 51 automatic deceleration control section 53, 153 driving mode determination section 55 automatic deceleration cancel section

Claims (5)

A rolling pressure roller that compacts the road surface,
A rolling compaction machine comprising:
an obstacle sensor that detects that an obstacle is positioned in the traveling direction of the airframe;
a maximum speed setting switch for setting the maximum speed of the aircraft by the operator;
a notification device that notifies an operator who operates the airframe in a predetermined notification manner;
a controller that controls the speed reduction device and the notification device;
The controller is
a running mode determination unit that determines a running mode of the aircraft;
an automatic deceleration control unit that executes automatic deceleration control to decelerate the aircraft by controlling the deceleration device when the obstacle sensor detects that an obstacle is positioned in the traveling direction of the aircraft;
and a notification control unit that controls the notification device,
The automatic deceleration control is a control to stop the aircraft before it contacts the obstacle if the driving mode determined by the driving mode determination unit is within a predetermined range of driving modes . can be,
The notification control section controls the notification device to notify the operator in the predetermined notification mode when the driving mode determined by the driving mode determination section is out of the range of the predetermined driving mode. death,
The driving mode determination unit determines that the driving mode is out of the range of the predetermined driving mode when the maximum speed of the aircraft set by the maximum speed setting switch is equal to or higher than a predetermined speed . rolling machine. A rolling pressure roller that compacts the road surface,
A rolling compaction machine comprising:
an obstacle sensor that detects that an obstacle is positioned in the traveling direction of the airframe;
a speed sensor that detects the speed of the aircraft ;
a notification device that notifies an operator who operates the airframe in a predetermined notification manner;
a controller that controls the speed reduction device and the notification device;
The controller is
a running mode determination unit that determines a running mode of the aircraft;
an automatic deceleration control unit that executes automatic deceleration control to decelerate the aircraft by controlling the deceleration device when the obstacle sensor detects that an obstacle is positioned in the traveling direction of the aircraft;
and a notification control unit that controls the notification device,
The automatic deceleration control is a control to stop the aircraft before it contacts the obstacle if the driving mode determined by the driving mode determination unit is within a predetermined range of driving modes. can be,
The notification control section controls the notification device to notify the operator in the predetermined notification mode when the driving mode determined by the driving mode determination section is out of the range of the predetermined driving mode. death,
The driving mode determination unit determines that the driving mode is out of the range of the predetermined driving mode when the speed of the aircraft body detected by the speed sensor is equal to or higher than a predetermined speed . rolling machine. The controller includes an automatic deceleration canceling unit that disables the automatic deceleration control by the automatic deceleration control unit,
The automatic deceleration canceling unit disables the automatic deceleration control by the automatic deceleration control unit when the driving mode determined by the driving mode determination unit is out of the range of the predetermined driving mode. ,
3. A rolling machine according to claim 1 or 2 , characterized in that: The predetermined notification mode is a notification mode for notifying the operator that the automatic deceleration control has been disabled.
4. A compaction machine according to claim 3 , characterized in that: The maximum speed setting switch is configured to be able to select one speed from a plurality of speeds,
A rolling machine according to claim 1 , characterized in that:

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