JP7113802B2 - Compaction vehicle - Google Patents

Description

TECHNICAL FIELD The present invention relates to a compaction vehicle for compacting pavement materials such as gravel and asphalt laid on a road surface.

In general, a vehicle may be equipped with a collision avoidance support device. For example, Patent Document 1 discloses a device intended for passenger cars. When an obstacle is detected by an obstacle sensor, this collision avoidance support system issues a warning to the driver based on the positional relationship between the obstacle and the vehicle, changes course by automatic steering, and decelerates by automatic deceleration ( These actions are hereinafter referred to as collision avoidance actions) to avoid collisions with obstacles and reduce damage (hereinafter referred to as collision avoidance including damage reduction).

On the other hand, the compaction vehicle is driven by the operator and runs on the front and rear compaction wheels that also serve as running wheels, while compacting pavement materials such as gravel and asphalt on the road surface. do. During the compaction work, the operator takes an unreasonable posture with half of his body leaning out of the compaction vehicle, and operates while visually checking the positional relationship between the compaction edge such as the curb of the sidewalk and the edge of the compaction wheel. . For this reason, attention to the surroundings tends to be neglected, and it is conceivable to divert the technique of Patent Document 1 as a countermeasure.

JP 2017-134520 A

However, in the case of rolling compaction vehicles, there are special requirements that cannot be assumed for passenger vehicles, such as not only avoiding collisions with obstacles, but also preventing roughening of the road surface during compaction as much as possible. diversion poses serious problems.

In other words, it is important to compact the road surface uniformly in order to obtain good road surface quality in the rolling compaction vehicle. be. However, these conditions are inconsistent with collision avoidance actions, meaning that the vehicle's course change for collision avoidance cannot be maintained straight, and the vehicle's deceleration for collision avoidance cannot maintain a constant speed. means that Since any collision avoidance operation roughens the road surface during compaction, it becomes necessary to redo the compaction work in order to repair the damage.

The present invention has been made to solve such problems, and its purpose is to avoid collision with obstacles, and to prevent collisions during compaction due to the collision avoidance operation at that time. To provide a rolling compaction vehicle capable of suppressing a road surface from becoming rough.

In order to achieve the above object, the rolling compaction vehicle of the present invention is based on a compaction degree map in which a rolling compaction area in which compaction work is performed is divided by a plurality of grids, and the rolling compaction area of each grid is compacted. The number of times of rolling compaction set for the corresponding grid is counted up by the compaction management unit, and the compaction degree map updated to correspond to the progress of the compaction work is presented to the operator. a steering drive unit for driving a steered wheel of the compaction vehicle; an obstacle detection unit for detecting an obstacle in the traveling direction of the compaction vehicle; and an obstacle detected by the obstacle detection unit. a target route candidate calculation unit for calculating a plurality of target route candidates as a traveling route of the compaction vehicle, and a target route for each of the plurality of target route candidates calculated by the target route candidate calculation unit Grids of the compaction degree map that overlap with candidates are selected as overlapping grids, and based on the number of rolling compactions of each selected overlapping grid, a compaction state for estimating the compaction state of the rolling area on each target route candidate. an estimating unit, a target route setting unit that selects a target route candidate whose compaction state is estimated by the compaction state estimating unit from among the plurality of target route candidates and sets it as the target route; a collision avoidance control unit that controls the steering drive unit so as to cause the rolling compaction vehicle to travel along the target route set by the route setting unit; The method is characterized in that an average value of compaction times of each of the overlapping grids is calculated for each of the plurality of target route candidates .

According to the rolling compaction vehicle of the present invention, it is possible to avoid a collision with an obstacle and prevent the road surface from becoming rough during compaction due to the collision avoidance operation at that time.

It is a side view which shows the tire roller to which the collision avoidance assistance apparatus of embodiment was applied. FIG. 2 is a configuration diagram showing a hydraulic system and a control system of tire rollers; It is explanatory drawing which shows the compaction degree map produced by the compaction management part. FIG. 4 is an explanatory diagram showing the relationship between each degree of compaction represented in a degree of compaction map and display concentration; 4 is a flowchart showing a collision avoidance control routine executed by a main ECU of the first embodiment; 3 is a control block diagram showing the configuration of a main ECU for executing collision avoidance control; FIG. FIG. 10 is an explanatory diagram comparing the positional relationship of target route candidates with respect to obstacles and overlap ratios; FIG. 10 is an explanatory diagram showing a case where there are target route candidates whose overlap rate is equal to or less than the collision determination value, and the target route candidate with the highest average degree of compaction is selected with priority given to suppressing roughness of the road surface. FIG. 10 is an explanatory diagram showing a case where there are no target route candidates whose overlap rate is equal to or less than the collision determination value, and a target route candidate with the lowest overlap rate is selected with priority given to reducing collision damage. 9 is a flowchart showing a collision avoidance control routine executed by a main ECU of the second embodiment; FIG. 11 is a flow chart showing a collision avoidance control routine executed by a main ECU of a third embodiment; FIG.

An embodiment in which the present invention is embodied in a tire roller 1 will be described below.
FIG. 1 is a side view showing a tire roller 1 to which the collision avoidance support device of this embodiment is applied. In the following description, front/rear, left/right, and up/down directions are defined mainly by a driver in a vehicle.

At the front of the vehicle body 2 of the tire roller 1 (hereinafter sometimes referred to as a vehicle), three rubber front roller wheels 3f, which also serve as running wheels, are arranged in parallel in the left-right direction. These front roller wheels 3f are steerably supported by the vehicle body 2 by the yoke 4, and function as steering wheels of the present invention. At the rear of the vehicle body 2, four rubber rear roller wheels 3r, which also serve as running wheels, are arranged in parallel in the left-right direction, and the rear roller wheels 3r are supported by the vehicle body 2 via axles (not shown). there is

A control console 7 having a steering wheel 5 and a forward/reverse lever 6 is installed on the vehicle body 2 , and a driver's seat 8 is installed behind the control console 7 . A roof 10 is supported directly above the driver's seat 8 via a roof stand 9, and a step 11 is provided on the left side of the vehicle body 2 for getting on and off the driver's seat 8. - 特許庁An operator seated in the driver's seat 8 operates the steering wheel 5, the forward/reverse lever 6, and the accelerator pedal 13 and brake pedal 14 on the floor 12 to run the tire roller 1, and during the compaction work, the tire roller 1 moves forward and backward. The pavement material laid on the road surface is compacted by rolling wheels 3f and 3r.

Obstacle sensors 15f and 15r for detecting the presence and position of obstacles are provided at the front and rear of the vehicle 1, and a GNSS sensor 16 for detecting vehicle position information including longitude and latitude is provided on the roof 10. are arranged. The obstacle sensors 15f and 15r function as an obstacle detection section of the present invention, and for example, an ultrasonic sensor, an infrared sensor, a laser light sensor, or a camera that picks up front and rear images is applied.

FIG. 2 is a configuration diagram showing the hydraulic system and control system of the tire roller 1. As shown in FIG.
The vehicle 1 is equipped with an HST (Hydro Static Transmission), and as is well known, the HST is a hydraulic system that uses hydraulic fluid from a hydraulic pump driven by an engine to drive a hydraulic actuator. As shown in FIG. 2, a travel hydraulic pump 19 and a charge/steering hydraulic pump 20 are connected to an output shaft 18a of the engine 18, and these hydraulic pumps 19 and 20 are rotationally driven by the engine 18. As shown in FIG. The rotation speed of the engine 18 is adjusted by an engine ECU 37, which will be described later, based on the operation of the accelerator pedal 13, and the amount of hydraulic oil discharged from each hydraulic pump 19, 20 changes accordingly.

A forward/reverse switching valve 22 is connected to the charge/steering hydraulic pump 20 via an oil passage 21. When the forward/reverse switching valve 22 is switched by operating the forward/reverse lever 6, the charge/steering hydraulic pump is operated accordingly. Hydraulic oil from 20 is supplied to servo cylinder 24 through oil passage 23 . The tilting angle of the travel hydraulic pump 19 is adjusted by driving the servo cylinder 24, and the discharge direction and discharge amount of hydraulic oil discharged from the travel hydraulic pump 19 are adjusted accordingly. Hydraulic oil discharged from the traveling hydraulic pump 19 is supplied to the traveling motor 26 through the oil passage 25, and the traveling motor 26 rotates the rear roller wheel 3r in accordance with the supplied state, and the vehicle 1 stops. , to move forward or backward.

Hydraulic fluid from the charge/steering hydraulic pump 20 is also supplied to the traveling motor 26 through an oil passage 27, thereby replenishing the hydraulic fluid leaked from the hydraulic circuit constituting the HST.

On the other hand, a steering valve 29 is connected to the charge/steering hydraulic pump 20 through an oil passage 28, and when the steering valve 29 is switched by operating the steering wheel 5, the charge/steering hydraulic pump 20 operates accordingly. Oil is supplied to a steering cylinder 31 through an oil passage 30 . The steering cylinder 31 is connected to the yoke 4, and the drive of the steering cylinder 31 steers the front rolling wheels 3f via the yoke 4 to change the course of the vehicle 1. FIG. In this embodiment, the steering valve 29 and the steering cylinder 31 described above function as a steering driving section of the present invention.

A brake valve 33 is connected to the steering valve 29 through an oil passage 32, and when the brake valve 33 is switched by operating the brake pedal 14, hydraulic fluid from the charge/steering hydraulic pump 20 flows through the brake valve 33 and the oil passage. 35 to the braking device 34 , the braking force of which accordingly acts on the vehicle 1 . The braking device 34 is composed of a drum brake or a disc brake.

In order to control the HST configured as described above, the vehicle 1 is equipped with a control device. The control device is composed of a main ECU 36 that controls overall control and an engine ECU 37 that controls the engine 18, and these ECUs cooperate with each other to execute HST control processing.

The main ECU 36 and the engine ECU 37 include an input/output device (not shown), a storage device (ROM, RAM, etc.) for storing control programs, control maps, etc., a central processing unit (CPU), a timer counter, and the like. The obstacle sensors 15f and 15r and the GNSS sensor 16 are connected to the input side of the main ECU 36, and a steering angle sensor 38 for detecting the steering angle of the front rolling wheels 3f, front and rear rolling wheels Various sensors such as a wheel speed sensor 39 for detecting wheel speeds of 3f and 3r are connected, and a compaction management unit 41 is also connected. A potentiometer or the like is applied to the steering angle sensor 38, and a rotary encoder or the like is applied to the wheel speed sensor 39. FIG.

Various devices such as the engine ECU 37, the forward/reverse switching valve 22, the steering valve 29, the brake valve 33, and the display 40 provided on the control console 7 of the vehicle 1 are connected to the output side of the main ECU 36. .

Detected information is input to the main ECU 36 from various sensors, and various devices are driven and controlled by command signals output from the main ECU 36 based on the detected information. Also, the engine ECU 37 controls the engine rotation speed based on a command signal from the main ECU (a target engine rotation speed, which is one of deceleration control amounts to be described later), or an operation amount of the accelerator pedal 13 detected by the accelerator sensor 42. .

The compaction management unit 41 is a system for managing the compaction work by the tire roller 1, stores a compaction degree map M simulating the rolling compaction area E in advance, and performs compaction according to the progress of the compaction work. The map M is sequentially updated and output to the main ECU 36 , and the compaction degree map M is displayed on the display 40 by the main ECU 36 . Although the compaction management unit 41 is mounted on the tire roller 1 in this embodiment, the compaction management unit 41 is not limited to this. A unit 41 may be installed to exchange information with each tire roller 1 wirelessly.

The functions of the compaction management unit 41 will be described below.
FIG. 3 is an explanatory diagram showing the compaction degree map M created by the compaction management unit 41, and FIG. 4 is an explanatory diagram showing the relationship between each degree of compaction represented in the compaction degree map M and the display density. be.
The area of the road surface where the compaction work is performed is set in advance as a rolling area E, and in the compacting operation, the tire roller 1 is run in the rolling area E, and the road surface is compacted by the front and rear roller wheels 3f and 3r. The pavement material spread over the surface is compacted for a predetermined number of times. In order to uniformly compact the road surface and obtain good road surface quality, the tire roller 1 during the compacting operation is driven to keep straight and run at a constant speed.

For example, the rolling area E is divided in advance into square grids G of 50 cm square, and position information including longitude and latitude is assigned to each grid G. FIG. The compaction management unit 41 collates the vehicle position information input from the GNSS sensor 16 with the position information of each grid G, and considers the grid G matching the vehicle position information to be currently being compacted. In this embodiment, the number of times of rolling compaction is expressed as the degree of compaction, and every time each grid G is rolled, the degree of compaction set for that grid G is counted up sequentially, thereby progressing the compaction work. The compaction degree map M is updated according to the situation. In the example of Fig. 3, the number of times of rolling until the completion of rolling compaction is set to 6 times. completed) is black, and as the degree of compaction increases, the display density of the grid G is changed to the darker side.

The compaction degree map M is output to the main ECU 36 each time it is updated, and the main ECU 36 always presents the latest compaction degree map M to the operator through display on the display 40 . Therefore, the operator of the tire roller 1 can intuitively grasp the grid G that is insufficiently compacted, and thereby can evenly compact the inside of the rolling area E by a predetermined number of times of rolling.

By the way, as described in [Problems to be Solved by the Invention], in order to avoid collisions with obstacles in rolling compaction vehicles, it is desirable to prevent rough road surfaces during compaction as much as possible. Because of these demands, new measures with a concept different from those for passenger cars are desired.

In view of such problems, the present inventor focused on the difference in road surface compaction conditions. Since the compaction of the road surface is repeated for a predetermined number of times as described above, when collision avoidance becomes necessary due to the detection of an obstacle, even the road surface area where compaction has not yet progressed in the traveling direction of the vehicle 1 There are also road surface areas where compaction is progressing. On the other hand, there are a plurality of route candidates (hereinafter referred to as target route candidates) that can be selected by the vehicle 1 to avoid obstacles, although they differ depending on the positional relationship between the vehicle 1 and obstacles. There are many cases.

Even if a similar collision avoidance operation is performed, a road surface area that has been compacted to a certain degree is harder than a soft road surface area that has not been compacted as the vehicle 1 changes course or decelerates. It has a high resistance to the force received from the roller wheels 3f and 3r and is less likely to be roughened.

Based on the above findings, the collision avoidance support system of the present invention selects a target route candidate with a high number of times of rolling compaction (corresponding to the degree of compaction described later) when there are a plurality of target route candidates for collision avoidance. is. The above-described compaction degree map M is used to determine the number of rolling compactions for each target route candidate, and the collision avoidance control executed based on the map M will be sequentially described below as first to third embodiments.

[First embodiment]
FIG. 5 is a flowchart showing a collision avoidance control routine executed by the main ECU 36, and FIG. 6 is a control block diagram showing the configuration of the main ECU 36 for executing the collision avoidance control. The routine of FIG. 5 is executed when an obstacle is detected by the obstacle sensors 15f and 15r. Exactly the same processing is executed while 1 is moving backward.

When an obstacle ahead is detected by the obstacle sensor 15f at the front of the vehicle, the main ECU 36 calculates the target route candidate described above in step S1, for example, in the following procedure. First, the maximum steering angle at which the tire roller 1 can stably travel is calculated. Being able to run stably means, for example, that there is no risk of slipping or overturning. calculated respectively. For example, when the left and right maximum lateral accelerations that do not cause a slip or overturn are 0.2G and -0.2G, the left and right maximum steering angles θmax and -θmax are stored in advance in the storage device of the main ECU 36 and are expressed by the following equation (1 ) and (2).

θmax=sin- ¹ (0.2G×L/V2)……( ¹ )
-θmax=sin ^-1 (-0.2G×L/V ² )……(2)
Here, L is the wheel base of the tire roller 1, and V is the running speed of the tire roller 1. The wheel base L is known based on the specifications of the vehicle 1, and the running speed V is calculated from the wheel speed detected by the wheel speed sensor 39. FIG.

Next, a plurality of target route candidates spaced apart by a predetermined steering angle are set within the range of the left and right maximum steering angles θmax, -θmax. For example, 30° and -30° are calculated as the maximum steering angle θmax,-θmax from the above equations (1) and (2). Steering angles of 30°, 10°, -10°, and -30° are set within the range of θmax. The four arc-shaped paths followed by the vehicle 1 when the front roller wheel 3f is held at each steering angle, in other words, the four road surface areas that are rolled by the roller wheels 3f and 3r. It is set as a target route candidate.

The process of step 1 is executed by the target route candidate calculation section 36a of the main ECU 36 in FIG. 6, and the target route candidate calculation section 36a functions as the target route candidate calculation section of the present invention.
The route length of each target route candidate may be set based on the detection distance of the obstacle sensors 15f and 15r, the distance between the own vehicle and the obstacle, the braking distance of the tire roller 1, etc., or may be set based on a predetermined setting. values may apply. In addition, if the course is changed from straight traveling during compaction work to along the target route candidate, the steering angle may increase from 0 and cause road surface roughness. Each target route candidate may be set to gradually increase.

In subsequent step 2, the average degree of compaction is calculated for each target route candidate. The average degree of compaction is an index representing the compaction state of the road surface in each target route candidate, and is calculated, for example, by the following procedure. First, based on the compaction degree map M input from the compaction management unit 41, grids G that overlap each target route candidate are selected as overlapping grids Ga. Next, for each target route candidate, the compaction degrees of all the selected overlapping grids Ga are added, and the added value is divided by the number of overlapping grids Ga to obtain an average compaction degree. As a result, the average degree of compaction is calculated as a value obtained by averaging the number of rolling compactions for the road surface within each target route candidate, and the higher the average degree of compaction, the harder the road surface can be considered.

The processing of step 2 above is executed by the average compaction degree estimator 36b of the main ECU 36 in FIG. 6, and this average compaction degree estimator 36b functions as the compaction state estimator of the present invention.
The compaction state of the present invention is not limited to the average degree of compaction, and can be arbitrarily changed as long as it is an index representing the compaction state of the road surface within the target route candidate.

In the subsequent step 3, the overlap rate of each target route candidate with respect to obstacles is calculated. The overlap ratio means the ratio of obstacles existing in the width direction of the target route candidate, and corresponds to the approach ratio of the present invention, which indicates the possibility of the vehicle 1 colliding with an obstacle.

FIG. 7 is an explanatory diagram comparing the positional relationship of target route candidates with respect to obstacles and the overlap rate. For example, as indicated by a in FIG. If the obstacle A exists over half the area W/2 within the horizontal width of , the overlap ratio=50% is calculated. Also, as indicated by c, when the obstacle A exists outside the width of the target route candidate so as to be in contact with it, the overlap rate is calculated as 0%, and as indicated by d, the overlap rate is calculated as 0%. If the obstacle A is separated by the width W, the overlap rate is calculated as -100%. That is, with overlap rate = 0% as the boundary, the more the overlap rate increases (increases to the + side), the higher the possibility of collision, and the lower the overlap rate (increases to the - side), the more the possibility of collision. becomes lower.

As described above, the overlap rate is an index that simply indicates the possibility of collision and corresponds to the degree of proximity in the present invention, but it is not limited to this. For example, when the vehicle 1 travels along each target route candidate, the distance at which the vehicle 1 is closest to the obstacle may be obtained, and the value obtained by dividing the width of the target route candidate by that distance may be used as the degree of proximity.
The above processing of step 3 is executed by the overlap rate calculator 36c of the main ECU 36 in FIG. 6, and the overlap rate calculator 36c functions as the degree of proximity calculator of the present invention.

In the subsequent step 4, it is determined whether or not there is a target route candidate whose overlap ratio is equal to or less than a preset collision determination value among the target route candidates. The purpose of this determination processing is to determine whether or not priority should be given to reducing collision damage, and for example, a collision determination value of 0% is set.

If the judgment of step 4 is Yes, it is assumed that there is a target route candidate with a high possibility of collision avoidance, and the process proceeds to step 5 . In step 5, the target route candidate with the highest average degree of compaction is selected from among the target route candidates with overlap ratios equal to or less than the collision determination value, and set as the target route. If there is only one target route candidate with an overlap rate equal to or lower than the collision determination value, that target route candidate is set as the target route.

Also, when the determination in step 4 is No (negative), it can be considered that there is almost no possibility of collision avoidance no matter which target route candidate is selected. Therefore, in this case, priority should be given to mitigating collision damage rather than suppressing road surface roughness, so the process proceeds to step 6 . In step 6, the target route candidate with the lowest overlap ratio is selected from among the target route candidates and set as the target route.
The processing of steps 4 to 6 described above is executed by the target route setting section 36d of the main ECU 36 shown in FIG. 6, and the target route setting section 36d functions as the target route setting section of the present invention.

When the process of step 5 or step 6 is completed in this manner, the process proceeds to step 7 to calculate the steering control amount of the steering valve 29 for causing the vehicle 1 to travel along the target route. The target route candidate set as the target route originally corresponds to one of a plurality of steering angles set within the range of maximum steering angles θmax, -θmax, and the front rolling wheel 3f is held at that steering angle. It is set as an arc-shaped route that the vehicle 1 follows when Therefore, the steering control amount of the steering valve 29 is calculated as a value that can achieve the steering angle corresponding to this target route candidate. In the subsequent step 8, the calculated steering control amount is output as a command signal to the steering valve 29, after which the routine ends.

The processes of steps 7 and 8 described above are executed by the collision avoidance control section 36e of the main ECU 36 shown in FIG. 6, and the collision avoidance control section 36e functions as the collision avoidance control section of the present invention.
When the collision avoidance operation is started based on the detection of the obstacle, it may be displayed on the display 40 that the vehicle 1 is to change course by automatic steering for collision avoidance. A positional relationship with the obstacle may be displayed on the display 40 .

Next, the execution status of the collision avoidance control based on the processing of the main ECU 36 will be described.
FIG. 8 is an explanatory diagram showing a case where there are target route candidates whose overlap rate is equal to or less than the collision determination value, and the target route candidate with the highest average degree of compaction is selected with priority given to suppressing roughness of the road surface. corresponds to the case where the step 4 is shifted to the step 5. As a premise of the explanation, when the obstacle A is detected, in the traveling direction of the vehicle 1, there are a road surface area composed of a grid G with a compaction degree of 6, a road surface area composed of a grid G with a compaction degree of 3, There is a road area consisting of a grid G with compaction degree=0. Further, R1 to R4 are set as the target route candidates, and the overlap rate of the target route candidate R3 among them does not satisfy the requirements regarding the collision determination value, and there is almost no possibility of collision avoidance.

Since the target route candidates R1, R2 and R4 satisfy the requirements for the overlap ratio in step 4 of FIG. The target route candidate R4 has the lowest average compaction degree because most of the overlapping grids Ga have a compaction degree of 0, and compared to the target route candidate R2, the target route candidate R4 has a compaction degree of 6. The average degree of compaction is the highest because there are relatively many overlapping grids Ga. Therefore, the target route candidate R4 is set as the target route, and the vehicle 1 travels along this route. It goes without saying that the obstacle A can be avoided, and since the road surface of the target route candidate R4 has progressed to a certain degree of compaction, even if the vehicle 1 changes course and receives force from the rolling wheels 3f and 3r, it will not become rough.

In more detail, compared to collision avoidance by a passenger car on asphalt, in the case of the tire roller 1, there are bad conditions such as a large vehicle weight and a soft road surface in the middle of compaction. If you try to avoid it, the rough road surface is unavoidable. Moreover, once the vehicle 1 is decelerated and stopped, it takes time to restart the compaction work, which is not desirable in terms of work efficiency.

In view of such circumstances, in the present embodiment, the course of the vehicle 1 is changed by selecting a road surface (=target route candidate) on which compaction has progressed without decelerating the vehicle 1 . As a result, the roughness of the road surface can be minimized, and after the collision is avoided, the vehicle 1 can continue to travel and the road surface can be repaired. As a result, it is possible to shorten the time required from collision avoidance to the completion of road surface restoration, and as a result, the original compaction work can be restarted quickly, so that good work efficiency can be maintained.

FIG. 9 is an explanatory diagram showing a case where there is no target route candidate whose overlap rate is equal to or less than the collision determination value, and the target route candidate with the lowest overlap rate is selected with priority given to reducing collision damage. corresponds to the case where step 4 is shifted to step 6. The progress of the compaction work in the rolling compaction area E and the setting of the target route candidates R1 to R4 are the same as in the case of FIG. becomes R4. In FIG. 9, the positional relationship between the vehicle 1 and the obstacle A is different from that in FIG. 8, and the overlap ratios of all the target route candidates R1 to R4 exceed the collision determination value (=0%).

In step 4 of FIG. 5, none of the target route candidates R1-R4 satisfy the requirement regarding the overlap ratio, so in step 6 the target route candidate with the lowest overlap ratio is selected. Since the overlap ratios of the target route candidates R1 to R4 are R2>R1>R3>R4, the target route candidate R4 having the lowest overlap ratio is selected as the target route, and the vehicle 1 travels along this route. do. Since the road surface of the target route candidate R4 is the softest, it is not suitable for collision avoidance operation, and rough road surface is unavoidable. However, in a situation where there is almost no possibility of collision avoidance no matter which one of the target route candidates R1 to R4 is selected, reduction of collision damage should be prioritized over suppression of roughness of the road surface. By causing the vehicle 1 to travel along the target route candidate R4 with the minimum overlap rate, damage when colliding with the obstacle A can be minimized.

[Second embodiment]
Next, the collision avoidance support device of the second embodiment will be described. The difference from the first embodiment is that the vehicle 1 is decelerated by automatic deceleration in the case of FIG. 9 where there is no target route candidate whose overlap rate is equal to or less than the collision determination value. This deceleration control is executed together with the steering control by the routine of FIG. 10, and the rest of the configuration is the same as in the first embodiment. Therefore, the description of the overlapping configuration will be omitted, and the differences will be mainly described.

The main ECU 36 calculates target route candidates in step S1 of FIG. If there is a target route candidate whose overlap rate is equal to or less than the collision determination value in step 4, the target route candidate with the highest average degree of compaction is selected in step 5, and the steering control amount is calculated in step 7. , is output as a command signal in the following step 8.

On the other hand, if there is no target route candidate whose overlap rate is equal to or less than the collision determination value in step 4, the target route candidate with the lowest overlap rate is selected in step 6, and the vehicle 1 is decelerated in step 11. Set the deceleration control amount of The deceleration of the vehicle 1 is achieved by decreasing the torque of the driving motor 26 that drives the rear rolling wheels 3r by reducing the tilting angle of the driving hydraulic pump 19 and by decreasing the engine rotation speed, and by the braking device 34. This is achieved by applying a braking force to the roller wheels 3f and 3r.

Therefore, in order to decelerate the vehicle 1 at a predetermined deceleration, the control amount of the tilting angle of the traveling hydraulic pump 19, the target engine rotation speed, and the control amount of the braking device 34 are set in advance as deceleration control amounts. It is stored in the storage device of the ECU 36 . As the deceleration of the vehicle 1 increases, the force received from the rolling wheels 3f and 3r increases and the road surface becomes rougher. Alternatively, it may be set to a larger value in consideration of situations in which priority should be given to reducing collision damage.

Accordingly, in step 11, a process of reading out and setting these deceleration control amounts from the storage device is performed. After that, in step 7, the steering control amount is calculated, and in step 8, the steering control amount and each deceleration control amount are output to the controlled object. Based on each deceleration control amount, the torque of the running motor 26 is reduced and the braking force is generated in the braking device 34. In this embodiment, the running motor 26 and the braking device 34 function as the deceleration driving unit of the present invention. do.

By the processing of the main ECU 36 as described above, when there is no target route candidate whose overlap rate is equal to or less than the collision determination value, in other words, when there is almost no possibility of collision avoidance for any of the target route candidates, vehicle In parallel with the change of course 1, deceleration of the vehicle 1 is performed by deceleration control. In the first embodiment, the target route candidate R4 with the smallest overlap rate is selected in order to reduce collision damage. Collision can be avoided depending on the positional relationship. Even if collision avoidance cannot be achieved, collision damage can be further reduced by decelerating.

[Third embodiment]
Next, the collision avoidance support device of the third embodiment will be explained. The difference from the second embodiment is that the vehicle 1 is decelerated by automatic deceleration based on the routine of FIG. 11 in both cases of FIGS. 11 routines are repeatedly executed during the collision avoidance operation to sequentially update each target route candidate.

The main ECU 36 calculates target route candidates in step S1 of FIG. Then, in step 4, if there is a target route candidate whose overlap rate is equal to or less than the collision determination value, in step 5, the target route candidate with the highest average degree of compaction is selected, and in subsequent step 21, the vehicle 1 is decelerated. Set the deceleration control amount for

As in step 11 in FIG. 10 of the second embodiment, in step 21, each deceleration control amount that can achieve a predetermined deceleration is set. Each deceleration control amount is set so that a deceleration to a certain degree can be achieved. After that, in step 7, the steering control amount for traveling along the target route is calculated, and in the following step 8, the steering control amount and each deceleration control amount are output. The deceleration control amount set in step 21 and the deceleration control amount set in step 22 described below are stored in the storage device of the main ECU 36 in advance.

On the other hand, if there is no target route candidate whose overlap rate is equal to or less than the collision determination value in step 4, the target route candidate with the lowest overlap rate is selected in step 6, and the deceleration control amount is set in step 22. . The deceleration control amount in this case is set to a value larger than the deceleration control amount set in step 22 in view of the situation in which priority should be given to reducing collision damage. After that, in step 7, the steering control amount is calculated, and in step 8, the steering control amount and each deceleration control amount are output.

Then, the main ECU 36 repeats the above processing at predetermined control intervals during the collision avoidance operation. Therefore, in step 1, each candidate target path is iteratively calculated, in step 2, the respective average degree of compaction is estimated each time each candidate target path is estimated, and in step 3, each candidate target path is estimated. For each obstacle A, the overlap rate is calculated.

If it is determined in step 4 that there is a target route candidate whose overlap rate is equal to or less than the collision determination value, the vehicle 1 travels along the target route candidate with the highest average degree of compaction by the processing from step 5 onwards. , the running speed V gradually decreases due to deceleration. Therefore, the left and right maximum steering angles θmax and -θmax calculated from the above equations (1) and (2) gradually increase. For example, in the example of FIG. The radius of curvature of gradually decreases, and more grids G with a compaction degree of 6 overlap with target route candidates R1, resulting in a higher average compaction degree. As a result, by selecting such a target route candidate R1, it is possible to further suppress the roughness of the road surface due to the collision avoidance operation.

On the other hand, if it is determined in step 4 that there is no target route candidate whose overlap rate is equal to or less than the collision determination value, the vehicle 1 travels along the target route candidate with the lowest overlap rate by the processing from step 6 onward. At the same time, the running speed V gradually decreases due to deceleration. As in the above, the left and right maximum steering angles θmax and -θmax calculated from the above equations (1) and (2) gradually increase. For example, in the example of FIG. The radius of curvature of R4 becomes progressively smaller. Therefore, the possibility of avoiding the collision with the obstacle A increases, and even if the collision cannot be avoided, the collision damage can be reduced by reducing the overlap rate and the running speed V.

In addition, when the target route is updated during the collision avoidance operation as in this embodiment, it is possible to cope with the movement of the obstacle A as well. That is, in the first and second embodiments, the target route set at the time when the obstacle A is detected is applied all the time. There is also In this embodiment, when the obstacle A moves, the target route is updated accordingly, so collision can be avoided in more cases, and damage in the event of a collision can be reduced.

Although the description of the embodiment is finished above, the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the tire roller 1 is embodied.

1 tire roller (roller vehicle)
3f front rolling wheel (steering wheel)
15f, 15r Obstacle sensor (obstacle detector)
26 travel motor (reduction drive)
29 steering valve (steering drive unit)
31 steering cylinder (steering drive unit)
34 Braking device (deceleration drive unit)
36a Target route candidate calculation unit 36b Average degree of compaction estimation unit (compaction state estimation unit)
36c Overlap rate calculator (approach degree calculator)
36d Target route setting unit 36e Collision avoidance control unit 41 Compaction management unit E Rolling compaction area G Grid Ga Overlapping grid M Compaction degree map

Claims (5)

Based on the compaction degree map that divides the compaction area where the compaction work is performed into multiple grids, every time the compaction area of each grid is compacted, the number of compaction times set for the corresponding grid is calculated. In a rolling compaction vehicle that sequentially counts up by a compaction management unit and presents the operator with the compaction degree map updated to the content corresponding to the progress of the compaction work,
a steering drive unit for driving the steered wheels of the compaction vehicle;
an obstacle detection unit that detects an obstacle in the traveling direction of the rolling compaction vehicle;
a target route candidate calculation unit that calculates a plurality of target route candidates as a traveling route of the compaction vehicle when an obstacle is detected by the obstacle detection unit;
For each of the plurality of target route candidates calculated by the target route candidate calculation unit, the grids of the compaction degree map that overlap with each of the target route candidates are selected as overlapping grids, and based on the number of rolling compactions of each selected overlapping grid , a compaction state estimator for estimating the compaction state of the compaction area on each target route candidate;
a target route setting unit that selects, from among the plurality of target route candidates, a target route candidate for which the compaction state estimation unit estimates the highest compaction state, and sets it as the target route;
a collision avoidance control unit that controls the steering drive unit so as to cause the compaction vehicle to travel along the target route set by the target route setting unit ;
The compaction state estimating unit calculates an average value of the number of compactions of each of the overlapping grids for each of the plurality of target route candidates as the compaction state.
A compaction vehicle characterized by: A degree of proximity for calculating, as a degree of proximity, a positional relationship with the obstacle when the compaction vehicle travels along each of the target route candidates calculated by the target route candidate calculation unit for each of the plurality of target route candidates. further comprising a calculation unit,
The target route setting unit, based on the degrees of approach of a plurality of target route candidates calculated by the degree of approach calculating unit, when there is a target route candidate for which a degree of approach equal to or less than a preset collision determination value exists. selects the target route candidate whose compaction state is estimated by the compaction state estimator and sets it as the target route, and there is no target route candidate for which the degree of approach is calculated to be equal to or less than the collision determination value. 2. The rolling compactor vehicle according to claim 1, wherein a target route candidate estimated to have the lowest degree of proximity is selected from among the plurality of target route candidates and set as the target route. The target route candidate calculation unit calculates a maximum steering angle of the steered wheels at which the compaction vehicle can stably travel, and calculates the plurality of target route candidates within the range of the maximum steering angle. The rolling compactor vehicle according to claim 1. further comprising a deceleration driving unit that decelerates the rolling compaction vehicle,
2. The compaction vehicle according to claim 1, wherein the collision avoidance control section controls the deceleration drive section in parallel with the control of the steering drive section to decelerate the compaction vehicle. further comprising a deceleration driving unit that decelerates the rolling compaction vehicle,
The target route candidate calculation unit repeatedly calculates the plurality of target route candidates,
The compaction state estimating unit estimates a compaction state of a rolling area on each target route candidate each time the plurality of target route candidates are calculated by the target route candidate calculating unit,
The target route setting unit sets the target route candidate for which the highest compaction state is estimated as the target route each time the compaction state on each target route candidate is estimated by the compaction state estimation unit,
Each time a target route is set by the target route setting unit, the collision avoidance control unit controls the steering drive unit based on the set target route, and concurrently controls the deceleration drive unit. 2. The compaction vehicle according to claim 1, wherein said compaction vehicle is decelerated.

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