JP6974370B2 - Work machine for earthwork - Google Patents

Description

The present invention relates to a work machine for earthwork , and particularly to an automatic operation technique at the time of a disaster.

Currently, research and development on automation of compaction machines are underway, and it is expected that compaction work by compaction machines will be fully automated in the near future.
In addition, when work machines such as compaction machines are fully automated, construction managers use portable terminals such as so-called tablet terminals, and multiple work machines are used at remote locations different from the work site where the work is performed. It is estimated that the work machines are managed at once.

In this way, managing a plurality of compaction machines at once may make it difficult to operate all the work machines in an emergency such as a disaster.
Therefore, a technique for safely stopping a work machine (working device) in the event of a disaster has been developed (Patent Document 1).

Japanese Unexamined Patent Publication No. 2012-235200

However, in the technique disclosed in Patent Document 1, it is not possible to recognize that a disaster such as an earthquake has occurred in the area where the work machine is located because the construction manager is in an area away from the work machine. There's a problem.
Further, when a worker in the area where the work machine is located uses a work machine with vibration such as a rammer, the worker may not notice the earthquake.

The present invention has been made in view of such a problem, and an object thereof is to inform the manager of the earthworking work machine and the earthworking work machine that a disaster has occurred in the area where the earthworking work machine is located. The purpose is to provide a work machine for earthwork that can be recognized by workers located around the area.

In order to achieve the above object, the earthwork work machine of the present invention includes an automatic traveling unit for automatically traveling the machine, and the area where the machine is located in the earthwork work machine provided with a controller for controlling the machine. A disaster detection device that detects the occurrence of a disaster in the aircraft, a communication device that transmits and receives information between the administrator who manages the aircraft and the aircraft, and a worker located around the aircraft. anda notification unit for notifying, the disaster detection device is an acceleration sensor, wherein the controller includes a traveling stop unit stopping the running of the machine body and determining the disaster determination unit the disaster, the The disaster determination unit calculates the frequency based on the acceleration in the vertical direction of the aircraft detected by the acceleration sensor, and distinguishes between the acceleration and frequency generated by the aircraft and the acceleration and frequency caused by the disaster. It is one that determines the occurrence determination that the disaster by the disaster determination unit then, the running of the machine body is stopped by the travel stop, there is the disaster to the administrator by the communication device It is characterized in that the notification device notifies the operator located around the machine of the occurrence of the disaster by the notification device.

As a result, when the disaster detection device detects that a disaster has occurred in the area where the aircraft is located, the traveling stop unit stops the traveling of the aircraft, and the communication device notifies the administrator that there was a disaster, and further. , The manager is in a different area from the aircraft, such as a work machine equipped with an automatic traveling unit that automatically travels the aircraft by notifying the workers located around the aircraft of the occurrence of a disaster with a notification device. Therefore, even if the administrator cannot recognize that a disaster has occurred in the area where the aircraft is located, the administrator is notified that the disaster has occurred, the aircraft is stopped, and the aircraft is further stopped. It is possible to urge workers located around the aircraft to evacuate.
In particular, the disaster determination unit calculates the frequency based on the acceleration in the vertical direction of the aircraft detected by the acceleration sensor, and determines the occurrence of a disaster by distinguishing between the acceleration and frequency generated by the aircraft and the acceleration and frequency caused by the disaster. By doing so, for example, even if the acceleration applied in the vertical direction of the machine due to the vibration generated by the machine such as a vibration roller is larger than the acceleration when the machine is vibrated in the vertical direction due to a disaster, it is accurate. It is possible to judge a disaster.

Other aspects, the disaster determination unit has determined seismic determination unit earthquake as the disaster, before Symbol seismic determination unit, a frequency based on aircraft vertical acceleration detected by the acceleration sensor It is preferable to calculate and determine the occurrence of an earthquake by distinguishing between the acceleration and frequency generated by the aircraft and the acceleration and frequency generated by the earthquake.

Thus, the acceleration of the aircraft vertical direction earthquake determining unit is detected by the acceleration sensor calculates the frequency based on the acceleration and frequency caused by airframe and distinguish the earthquake occurs the acceleration and frequency caused by earthquakes By determining, for example, even if the acceleration applied in the vertical direction of the machine due to the vibration generated by the machine such as a vibration roller is larger than the acceleration when the machine is vibrated in the vertical direction by the earthquake. , It is possible to accurately determine the earthquake.

As another embodiment, the earthquake determination unit obtains the magnitude of the acceleration at the frequency from the correlation between the acceleration and the frequency generated by the earthquake as an earthquake spectrum, and when the earthquake spectrum exceeds the magnitude of a predetermined acceleration, an earthquake occurs. It is preferable to determine that has occurred.
As a result, the magnitude of the acceleration at the frequency is obtained as the seismic spectrum from the correlation between the acceleration generated by the earthquake and the frequency, and when the seismic spectrum exceeds the magnitude of the predetermined acceleration, it is determined that an earthquake has occurred. It is possible to accurately detect an earthquake using.
Other aspects, the controller, the determination that the disaster by the disaster determination unit Then, preferable to parked by running automatically the machine body to a predetermined parked point by the automatic traveling section.
Thus, the determination that a disaster has occurred due to a disaster determination unit Then, by parked by running automatically airframe to a predetermined parked position by the automatic travel unit, for example, the administrator performs an operation of the aircraft by a disaster Even if this is not possible, the aircraft can be automatically moved to a predetermined parking position and parked.

As another aspect, it is preferable that the predetermined parking position is selected from a plurality of parking candidate points.
As a result, by selecting a parking position from a plurality of parking candidate points, for example, the closest parking candidate point among the parking candidate points can be selected as the parking position, and the aircraft can be driven in the shortest distance. It is said that.

As another aspect, the controller has a work range determination unit that determines a work range in which the machine performs work, and the predetermined parking position is in the work range determined by the work range determination unit. It is preferably at any position on the outer periphery.

As a result, by parking the aircraft on one of the outer peripheral edges, which is the end of the work range, it is possible to prevent the aircraft from interfering with the loading of supplies during restoration work after a disaster occurs. NS.

As another aspect, when the working range has a polygonal shape when viewed from above in the vertical direction of the machine, the predetermined parking position is preferably any one of a plurality of corners of the working range.

As a result, when the work range is polygonal when viewed from above in the vertical direction of the machine, the predetermined parking position can be set to any of the multiple corners of the work range to recover after a disaster occurs. It is possible to more accurately prevent the aircraft from getting in the way of bringing in supplies during work.

Other aspects, wherein the controller has a security unit that allows only the operation to a specific operator, determines that the disaster by the disaster determination unit Then, it is preferable to stop the security unit.

This, in and is suffering harm by the disaster determination unit detects that has occurred, by stopping the security unit that allows only the operation to a specific worker, anyone ready to operate the work machine, after the occurrence of a disaster It is possible to prevent the aircraft from getting in the way of bringing in supplies during the restoration work.

According to the earthwork work machine of the present invention, when the disaster detection device detects that a disaster has occurred in the area where the machine is located, the running stop unit stops the running of the machine, and the communication device causes a disaster to the administrator. Since the information was sent and the notification device was used to notify the workers located around the aircraft of the occurrence of a disaster, it was like a work machine equipped with an automatic traveling unit that automatically travels the aircraft. Even if the administrator is in a different area from the aircraft and the administrator cannot recognize that a disaster has occurred in the area where the aircraft is located, the administrator will be informed that the disaster has occurred. It is possible to notify and stop the aircraft, and to urge workers located around the aircraft to evacuate.
In particular, the disaster determination unit calculates the frequency based on the acceleration in the vertical direction of the aircraft detected by the acceleration sensor, and determines the occurrence of a disaster by distinguishing between the acceleration and frequency generated by the aircraft and the acceleration and frequency caused by the disaster. By doing so, for example, even if the acceleration applied in the vertical direction of the machine due to the vibration generated by the machine such as a vibration roller is larger than the acceleration when the machine is vibrated in the vertical direction due to a disaster, it is accurate. It is possible to judge a disaster.

Thus, it is possible to recognize the worker to position the disaster in areas where earth moving work machine is positioned occurs around the administrator and earth moving work machine earthmoving work machine.

It is a schematic block diagram of the airframe. It is a block diagram which showed the connection structure of the ECU which concerns on the control of the earthwork work machine which concerns on this invention. It is explanatory drawing explaining the operation mode of the airframe by the normal construction control which concerns on an ECU. It is a graph which shows the correlation between time t and acceleration G at the start of rolling work. It is a graph which shows the correlation between the frequency Hz and the acceleration G at the start of a compaction work. It is a graph which shows the correlation between the frequency Hz and the acceleration G at the time of completion of a compaction work. It is a flowchart which showed the routine which shows the control procedure of the earthworking work machine which concerns on this invention, which is executed by the ECU. It is a graph which shows the correlation between the frequency Hz and the acceleration G when an earthquake occurs during the compaction work. It is explanatory drawing explaining the situation of the range A at the time of an earthquake, and the determination method of the parking position determination control. It is a flowchart which showed the routine which shows the control procedure of the automatic driving control by the automatic driving control unit, which is executed by the ECU. It is explanatory drawing explaining the state that the aircraft cannot travel along the route L.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
With reference to FIG. 1, a schematic configuration diagram of the aircraft 1 is shown.

The machine body ( working machine for earthwork ) 1 is an articulated type vibrating roller for earthwork including a front frame 3, a rear frame 5, a drive device 7, a cockpit 9, a rolling roller 11 and a drive wheel 13. By driving the drive wheels 13, the machine body 1 can move forward and backward while compacting the ground by using the rolling rollers 11. Further, the aircraft 1 is provided with an automatic traveling control unit 63, which will be described later, so that the operator can travel by automatic traveling control without getting on the cockpit 9.
The front frame 3 is a pair of left and right skeleton members arranged at the front portion of the machine body 1. The front frame 3 is provided with a rolling roller 11 formed in a cylindrical shape made of metal. Further, the front frame 3 is rotatably attached to the rear frame 5 via the rotation support 4.

A steering cylinder 17 for operating the articulating mechanism is attached to the rotating support 4. Further, a steering valve 15 is provided at the base of the steering wheel 19, and the steering valve 15 operates the oil supply to the steering cylinder 17, for example, by utilizing the driving force of the engine described later of the driving device 7. It is a hydraulic valve capable of rotating the front frame 3 around the rotation support 4.

The rear frame 5 is a skeleton member disposed at the rear of the machine body 1. A drive device 7 and a cockpit 9 are arranged on the upper portion of the rear frame 5. Further, on the rear frame 5, drive wheels 13 provided with rubber tires are arranged so as to sandwich the rear frame 5 in the left-right direction of the machine body.

The drive device 7 is provided with, for example, an engine or an HST (Hydraulic Static Transmission), and can drive the drive wheels 13.
The cockpit 9 is arranged in the upper part of the front side of the rear frame 5, and is provided with a seat, a control panel, and an operation lever (not shown). As a result, the cockpit 9 can be operated by the operator, such as traveling, by having the operator board and sit on the seat and operating the control panel and the operation lever. The cockpit 9 is provided with an ignition switch 9a for operating the engine of the drive device 7.

With such a configuration, the aircraft 1 can be operated by the operator boarding the cockpit 9.
The aircraft 1 further includes a GNSS unit 21, a wireless communication device (communication device) 23, an obstacle sensor 25, a wheel speed sensor 27, a steering angle sensor 29, an acceleration sensor (disaster detection device) 31, and a speaker (notification device). ) 33 is provided.

The GNSS unit 21 is a GNSS (Global Navigation Satellite System) capable of acquiring position information from a radio wave received by the GNSS antenna 21a by the GNSS receiver 21b.
The wireless communication device 23 is a communication device capable of communicating with a wireless device such as a tablet terminal 40.

The obstacle sensor 25 is a sonar provided at the front end of the front frame 3 and the rear end of the rear frame 5, and can detect obstacles located in front of and behind the aircraft 1.
The wheel speed sensor 27 is a sensor provided in the vicinity of the rolling roller 11 and the driving wheel 13 to detect the rotation speed of each of the rolling roller 11 and the drive wheel 13.

The steering angle sensor 29 is a sensor that detects the angle at which the front frame 3 bends with respect to the front-rear direction of the machine body 1, that is, the steering angle.
The acceleration sensor 31 is arranged at the center of the front frame 3 in the front-rear direction of the machine body, and is a sensor capable of detecting the acceleration of the rolling roller 11 in the vertical direction of the machine body.

The speaker 33 can emit a notification sound around the machine body 1, and is arranged, for example, on the upper side of the cockpit 9.
The ECU (controller) 50 is a control device for performing comprehensive control including engine operation control in the drive device 7, and is an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), and central processing. It is configured to include a device (CPU) and the like.

Referring to FIG. 2, a block diagram shows a connection configuration of an ECU 50 related to control of an earthworking work machine according to the present invention.
The ECU 50 includes a disaster determination unit 51, a work range determination unit 53, an aircraft position determination unit 55, a route determination unit 57, a notification control unit 61, an automatic travel control unit 63, a travel stop unit 64, a security unit 65, and an engine operation control unit. It is equipped with 67.

The disaster determination unit 51 is a determination unit that determines that a disaster has occurred in the area where the aircraft 1 is located. In the present embodiment, the disaster determination unit 51 determines an earthquake, which is one of the disasters, by the earthquake determination control described later. It may be determined that it is a disaster such as an earthquake when it is received via.

The work range determination unit 53 is a determination unit that determines the range A in which the machine body 1 performs the ground compaction work. This range A is a work range in which a command is given to the machine 1 via the wireless communication device 23 by operating the tablet terminal 40 owned by the administrator, for example.

The aircraft position determination unit 55 is a determination unit that determines the current position of the aircraft 1 based on the position information acquired by the GNSS receiver 21b.
The route determination unit 57 is a determination unit that executes parking position determination control and route determination control, which will be described later.

The notification control unit 61 is a control unit capable of controlling the wireless communication device 23 and the speaker 33. Therefore, by controlling the wireless communication device 23, the notification control unit 61 can notify the tablet terminal 40 that a disaster has occurred in the area where the machine body 1 is located. Further, by controlling the speaker 33, the notification control unit 61 can notify the worker who works around the machine body 1 that a disaster has occurred.

The automatic travel control unit 63 can calculate the speed and steering angle of the aircraft 1 based on the information input from the wheel speed sensor 27 and the steering angle sensor 29, and execute the automatic traveling control to drive the aircraft 1. It is possible. Further, when it is determined that the aircraft 1 may come into contact with an obstacle or the like based on the information input from the obstacle sensor 25 during the automatic traveling control, the speaker avoids the contact with the obstacle or the like. It is possible to sound a warning sound such as a buzzer from 33.

As described above, the automatic traveling control unit 63 is a control unit that automatically travels the machine 1 by executing automatic traveling control without relying on the operation of an operator or an administrator. The traveling stop unit 64 can decelerate the aircraft 1 to stop traveling.

By executing the security control, for example, when the ignition switch 9a is operated by an unregistered person, the security unit 65 does not operate the drive device 7 and notifies the tablet terminal 40 to call attention. It is possible. In other words, by releasing the security control, the security unit 65 operates the drive device 7 via the engine operation control unit 67 even when the ignition switch 9a is operated by an unregistered person. Will be. The security unit 65 may lock the door (not shown) of the cockpit 9 so as to prevent the aircraft 1 from traveling due to theft or mischief. Further, the security unit 65 may notify the tablet terminal 40 that the drive device 7 has been operated even when the security control is released.

The engine operation control unit 67 is a control unit that operates or stops the drive device 7. The engine operation control unit 67 can operate the engine of the drive device 7 when the ignition switch 9a is operated. Further, the engine operation control unit 67 can stop the engine of the drive device 7 when, for example, the administrator operates the tablet terminal 40 to stop the drive device 7.

On the input side (input device) of the ECU 50, an ignition switch (IG switch) 9a, a GNSS receiver 21b, a wireless communication device 23, an obstacle sensor 25, a wheel speed sensor 27, a steering angle sensor 29, and an acceleration sensor 31 are electrically connected. Is connected. From the ignition switch 9a, operation information of the engine of the drive device 7 by an operator or the like is input, and from the GNSS receiver 21b, position information acquired based on the radio wave received by the GNSS antenna 21a is input, and wireless communication is performed. From the machine 23, information regarding a command such as a work range to be set to the machine 1 by the administrator via the tablet terminal 40 is input.

Further, the obstacle sensor 25 inputs the distance between the obstacle located in the front-rear direction of the machine 1 and the machine 1, and the wheel speed sensor 27 inputs the rotation speeds of the rolling roller 11 and the drive wheel 13. The steering angle of the machine body 1 is input from the steering angle sensor 29, and the acceleration of the rolling roller 11 in the vertical direction of the body is input from the acceleration sensor 31.

On the other hand, a drive device 7, a steering valve 15, a wireless communication device 23, and a speaker 33 are electrically connected to the output side (output device) of the ECU 50. As a result, the traveling speed of the machine body 1 is controlled by controlling the drive device 7, the steering angle of the machine body 1 is controlled by controlling the steering valve 15, and the device is switched to the tablet terminal 40 via the wireless communication device 23. By transmitting information about the pressure situation and the presence or absence of a disaster and controlling the speaker 33, it is possible to notify by sound of a worker or the like around the machine body 1.

Next, among the controls executed by the ECU 50, the normal construction control and the automatic driving control at the time of a disaster will be described in detail.

[Normal construction control]
With reference to FIG. 3, an explanatory diagram illustrating an operation mode of the machine body 1 by normal construction control according to the ECU 50 is shown.
When the ECU 50 performs normal construction control, the machine body 1 performs compaction construction within a preset range A. Specifically, for example, an administrator at a remote location operates the tablet terminal 40 to set the range A to be constructed by the machine 1. In this embodiment, the range A is a rectangle for convenience of explanation, but may be a circle, a pentagon, or any other complicated shape as needed.

Here, the range A set by the tablet terminal 40 is input to the work range determination unit 53 in the ECU 50 via the wireless communication device 23. Therefore, the work range determination unit 53 can store the range A in which the machine body 1 performs rolling compaction work.

The machine body position determination unit 55 determines the position of the machine body 1 based on the position information of the machine body 1 input from the GNSS receiver 21b. As a result, the range B in which the machine 1 has performed the rolling work in the range A is stored in the work range determination unit 53, so that the range A stored in the work range determination unit 53 is the range in which the rolling work has already been completed. It is possible to distinguish between B and the range C in which the compaction work has not been performed yet. Here, for example, an acceleration sensor 31 is used to determine whether or not the machine body 1 has completed the rolling compaction work.

Referring to FIG. 4, the correlation between the time t and the acceleration G at the start of the compaction work is shown in a graph. Further, referring to FIG. 5, the correlation between the frequency Hz and the acceleration G at the start of the rolling compaction work is shown in a graph. Further, referring to FIG. 6, the correlation between the frequency Hz and the acceleration G at the time of completing the rolling compaction work is shown in a graph.

In the rolling operation, the machine body 1 compacts the ground by moving back and forth so as to reciprocate a predetermined number of times while vibrating the rolling roller 11. At this time, the acceleration G detected by the acceleration sensor 31 vibrates at a substantially constant frequency (constant frequency) (FIG. 4). When the correlation between the time t and the acceleration G is, for example, Fourier transformed, it can be converted into the correlation between the frequency Hz and the acceleration G as shown in FIG.

Here, since the ground is softer at the start of the rolling work than at the completion of the rolling work, the spectrum (vibration spectrum) having the same frequency as the frequency of the rolling roller 11 vibrated by the machine body 1 is mainly used. Is detected in. On the other hand, as the rolling work progresses, the ground is compacted, so that the response of the ground to the vibration of the rolling roller 11 vibrated by the machine body 1 becomes stronger. Therefore, when the rolling compaction work is completed, the acceleration G of the spectrum (response spectrum) having a frequency different from the vibration spectrum among the acceleration G detected by the acceleration sensor 31 increases (FIG. 6).

Therefore, the region connecting the peaks of the acceleration G of the response spectrum when it can be determined that the rolling compaction work is completed is set as the response spectrum region, and when even one acceleration G of each response spectrum exceeds the response spectrum region, the aircraft 1 It is determined that the ground being compacted is sufficiently compacted and the compaction work is completed.

When it is determined that the rolling compaction work is completed in this way, the point where the machine 1 is located is stored as the range B in which the rolling compaction work has already been completed, and the movement is moved to the range C in which the rolling compaction work has not been performed yet. By repeating the rolling work in this way, the rolling work in the range A is carried out so as to widen the range B.

[Automatic driving control in the event of a disaster]
With reference to FIG. 7, a routine showing a control procedure of the earthworking work machine according to the present invention, which is executed by the ECU 50, is shown in a flowchart, and will be described below with reference to the flowchart.

In step S10, the disaster determination unit 51 determines whether or not an earthquake has occurred in the area where the aircraft 1 is located.
Referring to FIG. 8, the correlation between the frequency Hz and the acceleration G when an earthquake occurs during the compaction work is shown in a graph.

When the disaster determination unit 51 discovers the vibration of the acceleration G (earthquake spectrum in FIG. 8) exceeding the specific spectral range based on the correlation between the frequency Hz converted from the acceleration G detected by the acceleration sensor 31 and the acceleration G, It is determined that an earthquake has occurred in the area where the aircraft 1 is located. Here, the specific spectral region is, for example, a spectral region of a frequency in which variation is taken into consideration in the response spectrum region, and is a spectral region of a region that is not generated by the vibration of the rolling roller 11 related to the rolling work. This makes it possible to accurately detect an earthquake using the acceleration sensor 31 used for rolling compaction work.

Returning to FIG. 7, step S10 is repeatedly executed until it is determined that an earthquake has occurred in the area where the determination result is true (Yes) and the aircraft 1 is located, and when it is determined that an earthquake has occurred, the process proceeds to step S20.

In step S20, the traveling stop unit 64 stops the traveling of the machine body 1 and proceeds to step S30. By stopping the aircraft 1 in this way, it is possible to prevent the aircraft 1 from moving in an unexpected direction due to the influence of the shaking caused by the earthquake.

In step S30, the notification control unit 61 controls the speaker 33 to notify the worker within the range A that an earthquake has occurred, and the process proceeds to step S40. Here, the worker in the range A is a worker in the range A, in other words, a worker in the area where the machine 1 is located, but uses a work machine with vibration such as a rammer. In that case, the earthquake may not be noticed. Therefore, by controlling the speaker 33 in step S30 to notify the worker within the range A that an earthquake has occurred, evacuation can be promoted.

In step S40, the notification control unit 61 notifies the tablet terminal 40 from the wireless communication device 23 that an earthquake has occurred in the area where the machine body 1 is located, and proceeds to step S50. Here, it is conceivable that the manager who owns the tablet terminal 40 is not in the area where the machine 1 is located, but manages the machine 1 and the rolling compaction work in the range A from a remote place.

Therefore, by notifying the tablet terminal 40 that an earthquake has occurred in the area where the aircraft 1 is located by step S40 and displaying the information related to the notification on the tablet terminal 40, the administrator at a remote location is notified of the earthquake. The occurrence can be recognized.

With reference to FIG. 9, an explanatory diagram explaining the situation of the range A at the time of the occurrence of an earthquake and the determination method of the parking position determination control is shown. In steps S50 to S70, the aircraft 1 is moved to any of the points P1 to P4 (predetermined parking point) by the aircraft position determination unit 55, the route determination unit 57, and the automatic traveling control unit 63.

For example, when the range A is an intersection between the main road R1 and the main road R2, the range A becomes a part of the road necessary for carrying in supplies and the like in the restoration work after the earthquake. Further, when the range A is, for example, a rectangle as described above, there are four corners from points P1 to P4 (parking candidate points). In the case of such a range A, if the aircraft 1 is located, for example, in the center of the range A, it is conceivable that the aircraft 1 will interfere with the loading of supplies and the like in the restoration work after the earthquake.

Therefore, in order to prevent the machine 1 from interfering with the loading of supplies and the like in the restoration work after the earthquake, the machine 1 is moved to any of the points P1 to P4 by each control of steps S50 to S70. The parking candidate point may be changed depending on the terrain and the situation, and may be any of the outer peripheral edges of the range A instead of the corner of the range A.

In step S50, the parking position determination control is executed. Returning to FIG. 9, in the parking position determination control, the closest parking position is obtained from the straight line distances of points P1 to P4 (parking candidate points) calculated based on the position of the aircraft 1 determined by the aircraft position determination unit 55. To judge.

In FIG. 9, the parking position closest to the aircraft 1 is the point P1. Therefore, in step S50, the parking position where the aircraft 1 is parked is set to the point P1, and the process proceeds to step S60.

In step S60, the route determination unit 57 determines the optimum route for the aircraft 1 to head to the point P1. Here, since the aircraft 1 can also travel backward, in the case of FIG. 9, it is conceivable that the aircraft 1 heads for the point P1 while moving backward. Therefore, in step S60, the route L1 is determined by the route determination unit 57, and the process proceeds to step S70.

Referring to FIG. 10, a flowchart shows a routine showing a control procedure of automatic driving control by the automatic driving control unit 63 executed by the ECU 50.

In step S110, it is determined whether or not the aircraft 1 has arrived at the point P1. When it is determined that the determination result in step S110 is true (Yes) and the aircraft 1 has arrived at the point P1, the automatic traveling control is terminated. Further, if it is determined that the determination result in step S110 is false (No) and the aircraft 1 has not yet arrived at the point P1, the process proceeds to step S120.

In step S120, it is determined whether or not the aircraft 1 can be advanced along the path L1. Here, referring to FIG. 11, an explanatory diagram explaining a state in which the aircraft 1 cannot travel along the route L1 is shown, and the case where the aircraft 1 cannot travel along the route L1 is defined as a case where the aircraft 1 cannot travel along the route L1. For example, when the ground crack X1 formed in the range A by the earthquake is located on the route L1, or because the obstacle X2 such as a rockfall is located, the aircraft 1 cannot be advanced along the route L1. Say that. The crack X1 and the obstacle X2 are detected by the obstacle sensor 25.

Therefore, if it is determined that the discrimination result in step S120 is false (No) and the ground crack X1 or the obstacle X2 is not found on the path L1 and the aircraft 1 can be advanced along the path L1, the step S130 is performed. After shifting, the aircraft 1 is advanced along the path L1 by, for example, a predetermined distance, and returns to step S110. On the other hand, if it is determined that the determination result in step S120 is true (Yes) and the aircraft 1 cannot proceed along the path L1, the process proceeds to step S140.

In step S140, it is determined whether or not it is possible to avoid the ground crack X1 and the obstacle X2 and head toward the point P1. If the determination result of step S140 is true (Yes) and the obstacle X2 located on the path L1 can be avoided by detouring, the process returns to step S60 and the optimum for the aircraft 1 to head to the point P1. The route is determined again, and step S70 is executed again. On the other hand, the discrimination result in step S140 is false (No), the ground crack X1 formed in the range A by the earthquake is located on the path L1, the ground crack X1 is intermittently extended, and the aircraft 1 heads for the point P1. If this is not possible, the process proceeds to step S150.

In step S150, the point P1 is excluded from the parking candidate points and the process returns to step S50. After that, in step S50, the parking position closest to the points P2 to P4 excluding the point P1 is determined again, and steps S60 and S70 are executed again.

In this way, in the automatic traveling control by the automatic traveling control unit 63, when the ground crack X1 or the obstacle X2 is detected (step S120), if it can be avoided like the obstacle X2 (Yes in step S130), the step It is possible to determine the route toward the point P1 by shifting to S60 and avoiding the obstacle X2. Further, if it cannot be avoided like the ground crack X1 (No in step S130), the point P1 can be excluded from the parking candidate points (step S150) and the route toward the points P2 to P3 can be determined again.

By returning to FIG. 7, automatic traveling control by the automatic traveling control unit 63 in step S70, and appropriately returning to steps S50 and S60, when the aircraft 1 is located at any of the points P1 to P4, the process proceeds to step S80.

In step S80, the security control by the security unit 65 is released, and the process proceeds to step S90. As a result, anyone can operate the drive device 7 via the engine operation control unit 67 without the operation of the administrator, enable the machine 1 to run, and use the machine 1 in the recovery work after the earthquake, or the main line. The aircraft 1 can be moved so as not to interfere with transport vehicles and the like traveling on and off the roads R1 and R2.

In step S90, the operation of the engine of the drive device 7 of the machine body 1 is stopped to end this routine.
In this way, the automatic traveling control at the time of a disaster executed by the ECU 50 makes it possible to park the aircraft 1 at an appropriate parking point without depending on the operation or work of the manager or the operator. In particular, since automatic driving control during a disaster is executed using an input device such as a sensor used for normal construction control and an output device such as a drive device 7, an input device or an output device is used for automatic driving control during a disaster. It is possible to execute the automatic driving control at the time of a disaster without adding.

As described above, in the earth moving working machine according to the present invention, comprises an automatic travel control unit 63 for running the body 1 automatically, in a working machine for earthwork having a ECU50 for controlling the aircraft 1, the aircraft 1 is located To the disaster detection device that detects the occurrence of a disaster in the area where the aircraft is located, the wireless communication device 23 that sends and receives information between the administrator who manages the aircraft 1 and the aircraft 1, and the workers located around the aircraft 1. It has a speaker 33 for notifying the occurrence of a disaster, and the ECU 50 includes a traveling stop unit 64 for stopping the traveling of the aircraft 1, and when the disaster detecting device detects that a disaster has occurred in the area where the aircraft 1 is located. , The traveling stop unit 64 stops the traveling of the machine 1, the wireless communication device 23 notifies the administrator that there is a disaster, and the speaker 33 notifies the workers located around the machine 1 of the occurrence of the disaster. ..

Therefore, when the disaster detection device detects that a disaster has occurred in the area where the aircraft 1 is located, the traveling stop unit 64 stops the traveling of the aircraft 1, and the wireless communication device 23 notifies the administrator that the disaster has occurred. Further, since the speaker 33 is used to notify the workers located around the machine 1 of the occurrence of a disaster, it is managed like a work machine equipped with an automatic running control unit 63 for automatically running the machine 1. Even if the administrator cannot recognize that a disaster has occurred in the area where the aircraft 1 is located because the person is in a different area from the aircraft 1, the administrator can know that the disaster has occurred. It is possible to notify the machine, stop the machine 1, and further urge the workers located around the machine 1 to evacuate.

The ECU 50 has a disaster determination unit 51 that determines an earthquake, uses an acceleration sensor 31 as a disaster detection device, and the accident determination unit 51 vibrates based on the acceleration in the vertical direction of the machine 1 detected by the acceleration sensor 31. By calculating the number and determining the occurrence of an earthquake by distinguishing between the acceleration and frequency generated by the aircraft 1 and the acceleration and frequency generated by the earthquake, for example, the aircraft due to the vibration generated by the aircraft 1 such as a vibrating roller of a work machine. Even if the acceleration applied in the vertical direction of 1 is larger than the acceleration when the body 1 is vibrated in the vertical direction by the earthquake, the earthquake can be accurately determined.

Then, when the ECU 50 detects that a disaster has occurred in the area where the aircraft 1 is located by the acceleration sensor 31, the automatic traveling control unit 63 automatically causes the aircraft 1 to travel to a predetermined parking point and parks the aircraft 1. Therefore, for example, even if the administrator cannot operate the aircraft 1 due to a disaster, the aircraft 1 can be automatically moved to a predetermined parking position and parked.

Then, since the predetermined parking position is selected from the points P1 to P4, for example, the nearest point P1 among the points P1 to P4 can be selected as the parking position, and the aircraft 1 can be traveled at the shortest distance. Further, if there is an unavoidable obstacle such as a crack X1 in the route L to the point P1, the route to the other points P2 to P3 can be determined again.

Then, the ECU 50 has a work range determination unit 53 for determining a range A in which the machine body 1 performs work, and a predetermined parking position is located on the outer peripheral edge of the range A determined by the work range determination unit 53. Since it is located at any of the locations P1 to P4, it is possible to prevent the aircraft 1 from interfering with the delivery of supplies and the like in the restoration work after the occurrence of a disaster.

When the range A has a polygonal shape when viewed from above in the vertical direction of the machine 1, the predetermined parking position is the points P1 to P4 corresponding to a plurality of corners of the range A, so that the machine is used for restoration work after a disaster occurs. It is possible to more accurately prevent 1 from becoming an obstacle to the delivery of supplies and the like.

Then, the ECU 50 has a security unit 65 that allows only a specific worker to operate, and when the acceleration sensor 31 detects that a disaster has occurred in the area where the aircraft 1 is located, the ECU 50 stops the security unit 65. As a result, anyone can operate the machine 1, and it is possible to prevent the machine 1 from interfering with the delivery of supplies and the like in the restoration work after the occurrence of a disaster.

This is the end of the description of the earthwork work machine according to the present invention, but the present invention is not limited to the above embodiment and can be changed without departing from the gist of the present invention.

For example, in the present embodiment, the disaster determination unit 51 determines the earthquake based on the acceleration input by the acceleration sensor 31, but the disaster is based on the earthquake bulletin and the communication from the administrator that there was an earthquake. May be determined. At this time, the wireless communication device 23 may be used as the disaster detection device.

Further, in the present embodiment, the control procedure of the automatic driving control at the time of a disaster has been described using steps S10 to S90, but the order of each step is not limited to this, and the order of each step may be changed as appropriate.

Further, in the present embodiment, the control procedure of the automatic driving control has been described using steps S110 to S150, but the order of each step is not limited to this, and the order of each step is appropriately changed as in the case of the automatic driving control at the time of a disaster. May be good.

1 Airframe (working machine for earthwork)
23 Wireless communication device (communication device)
31 Accelerometer (disaster detection device)
33 Speaker (notification device)
50 ECU (controller)
51 Disaster Judgment Department (Earthquake Judgment Department)
53 Work range judgment unit 63 Automatic driving control unit (automatic driving unit)
64 Stopping section 65 Security section

Claims (8)

In an earth-moving work machine including an automatic traveling unit that automatically travels the aircraft and equipped with a controller for controlling the aircraft.
A disaster detection device that detects the occurrence of a disaster in the area where the aircraft is located, and
A communication device that sends and receives information between the administrator who manages the aircraft and the aircraft.
It has a notification device for notifying workers located around the machine of the occurrence of the disaster.
The disaster detection device is an acceleration sensor.
The controller
And a travel stop for stopping the travel of the machine body and determining the disaster determination unit the disaster,
The disaster determination unit calculates the frequency based on the acceleration in the vertical direction of the aircraft detected by the acceleration sensor, and distinguishes the acceleration and frequency generated by the aircraft from the acceleration and frequency caused by the disaster. To determine the occurrence of
Determining that the disaster by the disaster determination unit Then, the running of the machine body is stopped by the travel stop, notification that the there is a disaster to the administrator by the communication device, by said notification device A work machine for earthwork , characterized in that an operator located around the machine is notified of the occurrence of the disaster. The disaster determination unit has an earthquake determination unit that determines an earthquake as the disaster.
Before SL seismic determination unit, the acceleration sensor by calculating the frequency based on the acceleration of the aircraft vertical direction detected, and distinction is made between acceleration and frequency acceleration and frequency to be caused by the earthquake caused by the fuselage Earthquake The earthwork work machine according to claim 1, wherein the occurrence of is determined. The earthquake determination unit obtains the magnitude of acceleration at the frequency as an earthquake spectrum from the correlation between the acceleration generated by the earthquake and the frequency, and determines that an earthquake has occurred when the earthquake spectrum exceeds the magnitude of a predetermined acceleration. The earthwork work machine according to claim 2, wherein the work machine is to be used. Wherein the controller, according to claim 1, wherein determining by the disaster determination unit that the disaster Then, to parked by running automatically to a predetermined parked location to the machine body by the automatic traveling section, it is characterized by Work machine for earthwork described in. The earthwork work machine according to claim 4 , wherein the predetermined parking position is selected from a plurality of parking candidate points. The controller has a work range determination unit that determines a work range in which the machine performs work.
The earthwork work machine according to claim 4 , wherein the predetermined parking position is any position of the outer peripheral edge in the work range determined by the work range determination unit. When the work range is polygonal when viewed from above in the vertical direction of the machine,
The earthwork work machine according to claim 6 , wherein the predetermined parking position is at any of a plurality of corners of the work range. The controller includes a security unit that allows only the operation to a specific operator, according to claim 1, wherein determining that the disaster by the disaster determination unit Then, stopping the security unit, characterized in that Work machine for earthwork described in.

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