Vibration roller

Abstract

To provide a vibration roller capable of switching a rotating direction of a vibration exciting shaft with respect to a rotating direction of a rolling compaction wheel (roll).SOLUTION: A vibration roller comprises a rolling compaction wheel (front wheel R1) provided rotatably in the vehicle longitudinal direction with a rotary shaft as a rotation center, a vibration mechanism for vibrating the rolling compaction wheel (front wheel R1) with a vibration exciting shaft 130 as a rotation center, and a vibration invertor J4 for switching the rotation direction of the vibration exciting shaft with respect to the rotation direction of the rolling compaction wheel. The vibration invertor J4 preferably switches the rotation direction of the vibration exciting shaft with respect to the rotation direction of the front wheel R1 by automatic control.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a vibrating roller having a vibration mechanism that vibrates a rolling wheel around a vibration generating shaft as a rotation center. [Background technology]

[0002] For example, Patent Document 1 discloses a road compaction vehicle (compaction roller) for compacting road surfaces. A conventional compaction roller includes a pair of compaction wheels, a vehicle frame, an engine, a hydraulic pump, a hydraulic motor for traveling, and a hydraulic motor for vibration. Conventional compaction rollers travel by using the engine to drive the hydraulic pump, which in turn rotates the hydraulic motor for traveling using the hydraulic pressure. The vehicle accelerates, decelerates, or stops by adjusting the oil discharge force according to the input amount of a forward / reverse lever. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-149784 Summary of the Invention [Problem to be solved by the invention]

[0004] Conventional rollers (hydraulic rollers) have a vibration shaft that is driven by a vibrating hydraulic motor, and the rotation of this vibration shaft vibrates the roller wheels. Furthermore, conventional rollers (hydraulic rollers) switch the vibration force (compaction level) between low and high vibration levels by switching the rotation direction of the vibration shaft.

[0005] However, with conventional rollers (hydraulic rollers), the rotation direction of the vibration hydraulic motor was fixed for each vibration Lo and vibration Hi relative to the direction of travel of the roller wheel (roll).As a result, with conventional rollers (hydraulic rollers), the relationship between the rotation direction of the vibration generating shaft and the rotation direction of the roller wheel (roll) could switch depending on the direction of travel of the roller.

[0006] Specifically, in a conventional roller (hydraulic roller), for example, when vibration is high (the rotation direction of the vibration generating shaft is clockwise), the rotation direction of the vibration generating shaft and the rotation direction of the roller (roll) are the same when moving forward, while the rotation direction of the vibration generating shaft and the rotation direction of the roller (roll) are opposite (reverse) when moving backward. In other words, conventional rollers (hydraulic rollers) are not designed to allow the rotation direction of the vibration generating shaft to be freely switched. Furthermore, depending on the relationship between the rotation direction of the vibration generating shaft and the rotation direction of the roller (roll), the energy consumption of the vibration hydraulic motor may increase.

[0007] Therefore, an object of the present invention is to provide a vibratory roller that can switch the rotation direction of the vibration generating shaft relative to the rotation direction of the rolling wheels (rolls). [Means for solving the problem]

[0008] In order to achieve the above-mentioned object, the vibrating roller of the present invention is characterized by comprising a rolling wheel that is rotatable in the fore-and-aft direction of the vehicle around a rotation axis, a vibration mechanism that vibrates the rolling wheel around a vibration axis as a rotation center, and a switching means that switches the rotation direction of the vibration axis relative to the rotation direction of the rolling wheel.

[0009] According to the present invention, the rotation direction of the vibration generating shaft can be selectively switched as needed depending on the rotation direction of the rollers and the work site, thereby reducing energy consumption and easily changing the degree of compaction depending on the work site.

[0010] It is also preferable that the switching means automatically controls the rotation direction of the vibration generating shaft relative to the rotation direction of the rolling wheels, thereby improving operability.

[0011] Furthermore, it is preferable to include a rotation sensor that detects the rotation direction of the rolling wheel and a control unit to which a detection signal from the rotation sensor is input, so that the control unit can automatically switch the rotation direction of the vibration generating shaft.

[0012] Furthermore, it is preferable that the control unit determines the rotation direction of the rotating shaft based on the detection signal from the rotation sensor when the roller wheel moves forward or backward, and outputs a switching signal to switch the rotation direction of the vibration generating shaft, thereby enabling stable switching of the rotation direction of the vibration generating shaft.

[0013] Furthermore, it is preferable that the switching means switches the rotation direction of the rolling wheels and the rotation direction of the vibration generating shaft so that they are opposite to each other, thereby making it possible to reduce energy consumption when the vehicle is running.

[0014] Furthermore, it is preferable that the switching means be configured so that the rotation direction of the vibration generating shaft relative to the rotation direction of the roller wheels is manually switched by an operator, thereby allowing the rotation direction of the vibration generating shaft to be appropriately and selectively switched according to the work site. [Effects of the Invention]

[0015] According to the present invention, the rotation direction of the vibration generating shaft can be switched relative to the rotation direction of the rolling wheel (roll). [Brief explanation of the drawings]

[0016] [Figure 1] FIG. 1 is a side view of an electric roller according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a plan view of the electric roller according to the first embodiment. [Figure 3] FIG. 2 is a rear view of the electric roller according to the first embodiment. [Figure 4] FIG. 2 is a block diagram showing the configuration of an electric roller according to the first embodiment. [Figure 5] 5A to 5C are schematic diagrams illustrating the operation of the electric roller according to the first embodiment. [Figure 6] FIG. 2 is a block diagram showing a power supply system and a control system of the electric roller according to the first embodiment. [Figure 7] FIG. 2 is a rear view showing the dashboard of the electric roller according to the first embodiment. [Figure 8]FIG. 2 is a side view showing a dashboard of the electric roller according to the first embodiment. [Figure 9] FIG. 4 is a side view showing the brake pedal of the electric roller according to the first embodiment when the electric roller is moving forward. [Figure 10] FIG. 2 is a side view showing the electric roller according to the first embodiment when the brake pedal is depressed. [Figure 11] FIG. 2 is a partially see-through side view of the electric roller according to the first embodiment. [Figure 12] FIG. 2 is a partially transparent plan view of the electric roller according to the first embodiment. [Figure 13] FIG. 2 is a cross-sectional view showing a front wheel of the electric roller according to the first embodiment. [Figure 14] FIG. 2 is a plan view showing a first gear box of the electric roller according to the first embodiment. [Figure 15] 15 is a cross-sectional view taken along the line XV-XV in FIG. 14. [Figure 16] 16 is a cross-sectional view taken along the line XVI-XVI of FIG. 14. [Figure 17] FIG. 2 is a cross-sectional view showing the rear wheel and its surroundings of the electric roller according to the first embodiment. [Figure 18] 18 is a cross-sectional view taken along the line XVIII-XVIII in FIG. 17. [Figure 19] FIG. 2 is a side view showing the steering system of the electric roller according to the first embodiment. [Figure 20] FIG. 2 is a plan view showing the steering system of the electric roller according to the first embodiment. [Figure 21] 10 is a graph showing the relationship between time and rotation speed at startup in a comparative example. [Figure 22] 10 is a graph showing the relationship between time and rotation speed in a comparative example when the engine is stopped. [Figure 23] 10 is a graph showing the relationship between time and rotation speed of the driving instruction values ​​of the electric motors for the roller wheels of the comparative example and the example. [Figure 24] 10 is a graph showing the relationship between time and rotation speed at startup in an embodiment. [Figure 25] 10 is a graph showing the relationship between time and rotation speed in an embodiment when the engine is stopped. [Figure 26] 10 is a graph showing the relationship between time and the number of rotations of the drive command value of the electric motor for the rolling wheel according to a modified example. [Figure 27] FIG. 10 is a cross-sectional view showing a front wheel of an electric roller according to a fourth embodiment. [Figure 28] FIG. 10 is a block diagram showing a configuration of an electric roller according to a fourth embodiment. [Figure 29] FIG. 10 is a plan view showing the top surface of a dashboard of an electric roller according to a fourth embodiment. [Figure 30] FIG. 10 is a block diagram of a multi-stage speed change control unit for an electric roller according to a fourth embodiment. [Figure 31] 10 is a flowchart showing multi-stage speed change control by a speed change switch of an electric roller according to a fourth embodiment. [Figure 32] 10 is a flowchart illustrating a process for controlling the acceleration of an electric roller according to a fourth embodiment. [Figure 33] 10 is a flowchart illustrating a process for controlling switching of the rotation direction of the vibration generating shaft in accordance with the rotation direction of the roll in the electric roller according to the fifth embodiment. [Figure 34] FIG. 11 is a side view of an electric roller according to a fifth embodiment, in which the rotation direction of the vibration generating shaft is controlled to be switched in accordance with the rotation direction of the roll. [Figure 35] FIG. 10 is a characteristic diagram showing the power consumption of the electric motor when moving forward and backward in the rotation direction CW of the vibration excitation shaft. [Figure 36] FIG. 10 is a characteristic diagram showing the power consumption of the electric motor when moving forward and backward in the rotation direction of the vibration excitation shaft CCW. DETAILED DESCRIPTION OF THE INVENTION

[0017] [First embodiment] The electric roller (vibration roller) of the present invention will be described in detail with reference to the drawings. The embodiments and modifications described below are merely examples, and each embodiment and modification can be used in combination as appropriate. The up / down, left / right, front / rear directions shown in the drawings correspond to the direction of travel of the electric roller.

[0018] <Overall outline structure> As shown in FIGS. 1 to 4, the electric roller 1 mainly includes a front wheel R1, a rear wheel R2, a body frame 2, an electric motor M (M1 to M4), an inverter J (J1 to J4), a battery K (K1 to K3), and a control unit 3.

[0019] The front wheel R1 is rotatably supported by a pair of front wheel side plates SP1, SP2 provided at the front of the body frame 2. The front wheel R1 is a rolling wheel that rolls on the road surface, and in this embodiment is made up of a single iron wheel. The front wheel R1 may be made up of multiple tires or multiple iron wheels.

[0020] The rear wheels R2 are rotatably supported at the rear of the body frame 2. The rear wheels R2 are rolling wheels that roll on the road surface, and in this embodiment are composed of four tires (R2A, R2B, R2C, R2D). The rear wheels R2 may be composed of a single or multiple steel wheels.

[0021] The vehicle frame 2 is a vehicle body that rotatably supports the front wheels R1 and the rear wheels R2. The vehicle frame 2 includes a front frame 11, a rear frame 12, a driver's seat 13, and a dashboard 14. Front wheel side plates SP1 and SP2 are fixed to the front of the front frame 11. A front space 15 that houses an inverter J and a battery K is formed inside the front frame 11. The rear frame 12 includes the driver's seat 13 and the dashboard 14, and also includes a rear space 16 that houses an electric motor M, an inverter J, a gearbox, etc. The rear space 16 includes a first rear space 16a formed below the feet of the driver's seat 13 and a second rear space 16b formed below the driver's seat 13. The front frame 11 and the rear frame 12 are connected via joint pins that are parallel to the vertical direction. The electric roller 1 of this embodiment is an articulated type, but it may also be a rigid type.

[0022] As shown in FIG. 4, the front wheel electric motor M1 is an electric motor that drives the front wheel R1. The front wheel electric motor M1 is driven in accordance with a drive command value input from the control unit 3 to the front wheel inverter J1. A rotation sensor S is built into the front wheel electric motor M1. As will be described later, this rotation sensor S detects whether the front wheel R1 is rotating (see step S22 in FIG. 33) and detects the direction of rotation (forward or reverse) of the front wheel R1 (see step S23 in FIG. 33), and outputs a detection signal to the control unit 3. The right rear wheel electric motor M2 is an electric motor that drives the rear wheel R2. The right rear wheel electric motor M2 is driven in accordance with a drive command value input from the control unit 3 to the right rear wheel inverter J2. Note that in this embodiment, the rotation sensor S is built into the front wheel electric motor M1, but this is not limited to this, and it is sufficient if a rotation sensor S is attached to the front wheel electric motor M1.

[0023] The left rear wheel electric motor M3 is an electric motor that drives the rear wheel R2. The left rear wheel electric motor M3 is driven in accordance with a drive command value input from the control unit 3 to the left rear wheel inverter J3. The front wheel electric motor M1, the right rear wheel electric motor M2, and the left rear wheel electric motor M3 are collectively referred to as the "compaction wheel electric motors." Furthermore, the front wheel inverter J1, the right rear wheel inverter J2, and the left rear wheel inverter J3 are collectively referred to as the "compaction wheel inverters."

[0024] 4, the vibration electric motor M4 is an electric motor that drives the vibration generating shaft 130. The vibration electric motor M4 is driven in accordance with a drive command value input from the control unit 3 to the vibration inverter J4.

[0025] As shown in FIG. 6, the battery K is a component that supplies power to components such as the electric motor M and the inverter J. In this embodiment, the battery K is a 48V battery K1, a 24V battery K2, a 48V battery K3, a 24V battery K4, a 48V battery K5, a 24V battery K6, a 48V battery K7, a 24V battery K8, a 48V battery K9, a 24V battery K10, a 24V battery K11, a 24V battery K12, a 24V battery K13, a 24V battery K14, a 24V battery K15, a 24V battery K16, a 24V battery K17, a 24V battery K18, a 24V battery K19, a 24V battery K20, a 24V battery K21, a 24V battery K22, a 24V battery The vehicle is equipped with a 48V battery K2 and a 12V battery K3, which are housed in a battery case KA (see FIG. 11) arranged in the front space 15. The 48V battery K1 and the 24V battery K2 are lithium-ion secondary batteries. The 12V battery K3 is a lead-acid battery. In this embodiment, three types of batteries with different voltages are provided as the battery K, but any number of types may be provided, or the battery K may be configured with a single voltage. The battery management unit 71 uses, for example, a BMU (Battery Management Unit). The control unit 3 is a controller that controls each component. The control unit 3 uses, for example, a VCU (Vehicle Control Unit). The battery K, battery management unit 71, and control unit 3 are linked via CAN communication for transmitting battery information.

[0026] As shown in FIG. 5, in the electric roller 1, the control unit 3 outputs drive command values ​​to the inverters J (J1 to J3) according to the tilt angle of the forward / reverse lever 17 operated by the operator OP. The electric motors M (M1 to M3) rotate according to the drive command values ​​input to each inverter J, causing the vehicle to travel forward or backward. While conventionally, a hydraulic pump is operated using an internal combustion engine (engine, etc.) by burning fuel such as gasoline to drive the rolling wheels, the electric roller 1 of this embodiment differs in that it does not have an internal combustion engine and the rolling wheels are powered solely by a battery K. Furthermore, while conventionally, the acceleration and deceleration of the vehicle's traveling speed is adjusted by hydraulic control, the electric roller 1 of this embodiment differs in that it is controlled by a drive command value output from the control unit 3 to the inverter J.

[0027] <Running system> Next, the traveling system will be described in detail. As shown in Figures 1 and 2, the driver's seat 13 is where the operator OP sits, and faces the dashboard 14. The dashboard 14 is a box-shaped body installed in front of the driver's seat 13, and is provided with a brake pedal BP that protrudes rearward, and a display 18 is disposed on the upper surface. The steering wheel 19 is a device that determines the traveling direction of the vehicle, and is provided on the upper surface of the dashboard 14. The steering wheel 19 is connected to Orbitroll (registered trademark, the same applies hereinafter; see Figures 4 and 19) 51 installed inside the dashboard 14.

[0028] As shown in Fig. 1, the brake pedal BP is provided at the bottom rear of the dashboard 14 and is configured to apply the brakes when the operator OP steps on it. The forward / reverse levers 17, 17 are provided on both sides of the dashboard 14 and are levers that can be tilted to a neutral position, a forward position, and a reverse position. The forward / reverse lever 17 may be configured to be provided on only one side of the dashboard 14.

[0029] As shown in Fig. 7, the forward / reverse levers 17, 17 are connected to both ends of a shaft 21. The shaft 21 is arranged inside the dashboard 14 along the width direction of the vehicle. As shown in Fig. 8, the shaft 21 is provided with a plate-shaped base plate 22 that rotates in synchronization with the shaft 21 and is fixed perpendicular to the shaft 21.

[0030] As shown in Fig. 9, the brake pedal BP is configured to move in conjunction with a shaft 21. A first pin 22a and a second pin 22b that protrude in the width direction of the vehicle are formed on a base plate 22. The first pin 22a and the second pin 22b are disposed at approximately the same distance from the shaft 21. The brake pedal BP includes a main body plate 23, a pedal portion 24, a rotation fulcrum portion 25, and a connecting fulcrum portion 26.

[0031] The main body plate 23 is a plate-like member having a pedal portion 24 at the rear. The front end of the main body plate 23 is rotatably fixed via a bracket 27 fixed to the front wall of the dashboard 14. The rotation fulcrum portion 25 serves as the rotation center of the brake pedal BP. The connecting fulcrum portion 26 is formed on the upper part of the main body plate 23.

[0032] The connecting fulcrum portion 26 is connected to the base plate 22 via a first brake pedal rod 28 and a second brake pedal rod 29. The first brake pedal rod 28 and the second brake pedal rod 29 are rod-shaped members. The lower ends of the first brake pedal rod 28 and the second brake pedal rod 29 are connected to the connecting fulcrum portion 26 by pin connections.

[0033] An elongated hole 28a into which the first pin 22a fits loosely is formed at the upper end of the first brake pedal rod 28. An elongated hole 29a into which the second pin 22b fits loosely is formed at the upper end of the second brake pedal rod 29. When viewed from the side, the first brake pedal rod 28 and the second brake pedal rod 29 are V-shaped.

[0034] In the initial position (when the forward / reverse lever 17 is in the neutral position), the base plate 22 is generally horizontal. The first pin 22a and the second pin 22b are located slightly above the center in the height direction of the elongated holes 28a and 29a.

[0035] 9 is an action diagram of the area around the base plate 22 when the forward / reverse lever 17 is tilted to its fullest position in the forward direction. As shown in FIG. 9, when the forward / reverse lever 17 is tilted forward, the shaft 21 and the base plate 22 rotate counterclockwise around the shaft 21. At this time, the first pin 22a is positioned at the upper end of the elongated hole 28a of the first brake pedal rod 28. Meanwhile, the second pin 22b is positioned slightly below the center in the height direction of the elongated hole 29a of the second brake pedal rod 29. Even when the forward / reverse lever 17 is tilted forward, the first pin 22a and the second pin 22b each move within the elongated holes 28a and 29a, so the position of the brake pedal BP does not change.

[0036] Although not specifically shown in the drawings, when the forward / reverse lever 17 is tilted rearward to move the vehicle backward, the base plate 22 rotates clockwise in synchronization with the shaft 21. In this case, as in the case of moving forward, even if the forward / reverse lever 17 is tilted rearward, the first pin 22a and the second pin 22b move within the elongated holes 28a, 29a, respectively, and therefore the position of the brake pedal BP does not change.

[0037] FIG. 10 is an action diagram of the area around the base plate 22 when the brake pedal BP is depressed. As shown in FIG. 10, when the operator OP depresses the brake pedal BP, the brake pedal BP rotates downward around the rotation fulcrum 25. As a result, the first brake pedal rod 28 and the second brake pedal rod 29 are pulled downward, so that the first pin 22a and the second pin 22b are positioned at the upper ends of the elongated holes 28a and 29a, respectively, and the base plate 22 rotates by a predetermined angle and becomes approximately horizontal. In synchronization with this, the shaft 21 and the forward / reverse lever 17 also rotate and are positioned in the neutral position, so that the brake is activated and braking is performed.

[0038] As described above, when the operator OP returns the forward / reverse lever 17 to the neutral position or depresses the brake pedal BP, the forward / reverse lever 17 is returned to the neutral position and the vehicle can be braked. Details of the brake system will be described later.

[0039] As shown in Figures 4 and 7, a potentiometer 31 is installed inside the dashboard 14. The potentiometer 31 is a device that detects the tilt angle of the forward / reverse lever 17. The shaft 21 is provided with a connecting plate 34 that protrudes in a direction perpendicular to the axial direction. On the other hand, the potentiometer 31 is provided with a connecting plate 35 that is connected to the potentiometer 31 and rotates in synchronization with the connecting plate 34. In addition, a connecting rod 33 is provided to connect the connecting plates 34 and 35 together. The connecting plate 3 When the forward / reverse lever 17 is tilted by a link mechanism made up of 4, 35 and a connecting rod 33, the tilt angle can be detected by the potentiometer 31. The detection result of the potentiometer 31 is output to the control unit 3.

[0040] 7, a limit switch (neutral sensor) 32 is installed inside the dashboard 14 near the shaft 21. The limit switch 32 is a device that detects the neutral position of the forward / reverse lever 17. The detection result of the limit switch 32 is output to the control unit 3.

[0041] Furthermore, a display 18 provided on the top surface of the dashboard 14 displays various vehicle information held by the control unit 3, such as a speedometer, remaining charge of the battery K, mileage, an hour meter, alert information, etc. The display 18 may be configured to display a touch-type operation panel. The display 18 may also be configured to display information related to compaction, such as the compaction status of the construction site, map information of the compacted area, and location information.

[0042] As shown in FIGS. 4 and 6, the upper surface of the dashboard 14 is provided with a travel H / L switch 36, a parking switch 37, a vibration switch 39, a lighting switch, an alarm switch, and the like.

[0043] The travel H / L switch 36 is a switch that allows the user to select high-speed travel mode or low-speed travel mode. When the forward / reverse lever 17 is fully tilted (full throttle), for example, the high-speed travel mode is set to 10 km / h, and the low-speed travel mode is set to 5 km / h. These speeds can be set as appropriate.

[0044] The parking switch 37 is a switch that can select whether to activate or release the parking brake. The vibration switch 39 is a switch that can select whether to turn on or off vibration of the front wheel R1. A switch that can control the intensity (number of rotations) of the vibration in conjunction with the vibration switch 39 may be provided. The lighting switch is, for example, a switch that can select whether to turn on or off the hazard lights that flash when stopping the vehicle. The alarm switch is, for example, a switch that can select whether to turn on or off the backup buzzer when backing up. The ON or OFF state of these function switches (buttons) may be displayed on the display 18.

[0045] 4, the inverter J includes a front wheel inverter J1, a right rear wheel inverter J2, a left rear wheel inverter J3, and a vibration inverter J4. The inverter J controls the frequency based on a drive instruction value output from the control unit 3, and changes the rotation speed of each electric motor M.

[0046] As shown in Fig. 4, the electric motors M include a front wheel electric motor M1, a right rear wheel electric motor M2, a left rear wheel electric motor M3, and a vibration electric motor M4. The type of electric motor M may be selected as appropriate, but in this embodiment, induction motors are used for all of them.

[0047] <Front wheel R1 structure (vibration system)> As shown in Figure 13, the front wheel R1 is equipped with a roll 111, and a front wheel electric motor M1 and a vibration electric motor M4 are installed at both ends of the vehicle in the width direction. The roll 111 has a hollow cylindrical shape, and a first head plate 112 and a second head plate 113 are provided on its inner surface with a gap between them. A hollow cylindrical vibration exciter case 114 is fixed between the first head plate 112 and the second head plate 113. The interior of the vibration exciter case 114 is filled with lubricating oil. A first holder 115 is attached to the first head plate 112, and a second holder 116 is attached to the second head plate 113. The first holder 115 is supported by a cylindrical housing 118 via a bearing 117. The housing 118 hangs down from the left side of the body frame 2, The lower end of the roller 111 is attached to a front wheel side plate SP1 located inside the roller 111 via a vibration-isolating rubber 121 and a support member 122.

[0048] The second holder 116 is fixed to the second end plate 113. The front wheel electric motor M1 is attached via a motor mounting plate 124 to the front wheel side plate SP2, which hangs down from the right side of the body frame 2 and has its lower end located in the roll 111. A reduction gear mechanism 125 is installed in the output portion M1a of the front wheel electric motor M1. The output portion M1a is connected to the second end plate 113 via vibration-isolating rubber 123 and a support member 126. A cover 127 is attached to the second holder 116, covering the right end portion.

[0049] As a result, when the front wheel electric motor M1 rotates, its rotational force is reduced in speed by the reduction gear mechanism 125 and transmitted to the support member 126 and the second end plate 113, and the roll 111 runs and rotates while the first holder 115 is supported by the housing 118.

[0050] On the other hand, the vibration electric motor M4 is attached via a motor attachment plate 128 connected to the front wheel side plate SP1. A joint member (for example, a constant velocity joint) 129 connects the output shaft of the vibration electric motor M4 and a vibration generating shaft 130.

[0051] The vibration generating shaft 130 is disposed within the vibration generator case 114 and extends in the vehicle width direction around an axis that is coaxial with the roll 111. The vibration generating shaft 130 includes a main body 131, support shafts 132 and 133 provided at both ends of the main body 131, and an eccentric weight 134. The main body 131 is a shaft-shaped portion, and is provided at both ends with support shafts 132 and 133 that are smaller in diameter than the main body 131. The support shaft 132 is supported by the first holder 115 via a bearing 135. The support shaft 133 is supported by the second holder 116 via a bearing 136. The eccentric weight 134 is provided on the outer circumferential surface of the main body 131.

[0052] As described above, when the vibrating electric motor M4 rotates, the rotational force is transmitted to the vibration generating shaft 130 via the joint member 129, causing the vibration generating shaft 130 to rotate relative to the first holder 115 and the second holder 116. At that time, the roll 111 vibrates because the vibration generating shaft 130 is equipped with the eccentric weight 134.

[0053] When the operator OP operates the vibration switch 39 (see FIG. 4), the control unit 3 outputs a vibration signal to the vibration inverter J4, and the vibration electric motor M4 operates based on the drive command value of the vibration inverter J4. The vibration inverter J4 also functions as a switching means for switching the rotation direction of the vibration generating shaft 130. The control unit 3 outputs a switching signal to the vibration inverter J4, and the vibration inverter J4 switches the rotation direction of the vibration electric motor M4 between forward and reverse, thereby switching the rotation direction of the vibration generating shaft 130. A new operating switch may be provided to provide, for example, a high vibration mode or a low vibration mode. Rotating the vibration electric motor M4 at a high speed increases the vibration, while rotating it at a low speed decreases the vibration. The rotation speed of the vibration electric motor M4 may be freely controlled in response to the operation of the operator OP, thereby adjusting the strength of the vibration.

[0054] In this embodiment, the vibration generating shaft 130 (vibration system) is provided only on the front wheel R1, but it may also be provided on the rear wheel R2, or only on the rear wheel R2.

[0055] <Deceleration mechanism> 14 to 18, the rotational forces of the right rear wheel electric motor M2 and the left rear wheel electric motor M3 are transmitted to the rear wheel R2 via a reduction mechanism. The reduction mechanism is made up of a first gear box 200A and a second gear box 200B, and is provided from the second rear space 16b of the rear space 16 to the rear wheel R2. As shown in FIG. 14, the right rear wheel electric motor M2 and the left rear wheel electric motor M3 are arranged so that their output shafts face each other and are parallel to the vehicle width direction.

[0056] The first gearbox 200A includes a first gear 201, a second gear 204, a third gear 205, and a fourth gear 207. The first gearbox 200A is a rectangular box-shaped body and is disposed inside the second rear space 16b. The first gear 201, the second gear 204, the third gear 205, and the fourth gear 207 are all disposed with their rotation axes parallel to the vehicle width direction. The inside of the first gearbox 200A is filled with lubricating oil.

[0057] The first gear 201 includes a shaft portion 201a and a gear portion 201b provided on the shaft portion 201a. Both ends of the shaft portion 201a are connected to the output shafts of the electric motor M2 for the right rear wheel and the electric motor M3 for the left rear wheel, respectively, and are supported by bearings 202, 202 provided in the first gear box 200A.

[0058] The second gear 204 includes a shaft portion 204a, and a large-diameter gear 204b and a small-diameter gear 204c provided on the shaft portion 204a. Both ends of the shaft portion 204a are supported by bearings 203, 203 provided in the first gear box 200A. The large-diameter gear 204b is meshed with a gear portion 201b of the first gear 201 and a gear portion 205b of the third gear 205, respectively. The small-diameter gear 204c is meshed with a large-diameter gear 207b of the fourth gear 207.

[0059] The third gear 205 includes a shaft portion 205a and a gear portion 205b provided on the shaft portion 205a. The shaft portion 205a is supported by a bearing 206 provided in the first gear box 200A. A non-excitation brake (negative brake) 62 is connected to the tip of the shaft portion 205a. In other words, the non-excitation brake 62 is connected to the outside of the first gear box 200A via the shaft portion 205a.

[0060] The fourth gear 207 includes a shaft portion 207a, and a large-diameter gear 207b and a small-diameter gear 207c provided on the shaft portion 207a. The shaft portion 207a communicates between the first gear box 200A and the second gear box 200B, and is supported by bearings 209, 209 provided in the second gear box 200B. A seal member 208 is interposed between the first gear box 200A and the outer periphery of the shaft portion 207a. The large-diameter gear 207b is disposed in the first gear box 200A and meshes with the small-diameter gear 204c of the second gear 204. The small-diameter gear 207c is disposed in the second gear box 200B.

[0061] As shown in Fig. 17, the second gear box 200B is arranged next to the first gear box 200A and is a vertically long box-shaped body arranged from the second rear space 16b to the rear wheel R2. The fifth gear 210 includes a shaft portion 210a and a gear portion 210b provided on the shaft portion 210a. The shaft portion 210a is supported by a bearing 211 provided in the second gear box 200B. The gear portion 210b is meshed with the small-diameter gear 207c of the fourth gear 207 and the gear portion 213b of the sixth gear 213, respectively.

[0062] The sixth gear 213 includes a shaft 213a and a gear portion 213b provided on the shaft 213a. The shaft 213a is a shaft extending across the tires R2A to R2D of the rear wheel R2. Holders 218A, 218B are provided below the second gear box 200B, extending to the left and right in the vehicle width direction and supporting the shaft 213a via a bearing 214. The left end of the shaft 213a is fastened to a hub 216A via a fastening portion 217A. The hub 216A also supports disc wheels DWA, DWB that are placed inside the tires R2A, R2B.

[0063] Similarly, the right end of the shaft portion 213a is fastened to a hub 216B via a fastening portion 217B. The hub 216B also supports the disc wheels DWC and DWD that are disposed inside the tires R2C and R2D.

[0064] In the reduction mechanism configured as described above, the rotational forces of the right rear wheel electric motor M2 and the left rear wheel electric motor M3 are transmitted to the shaft 213a via the first gear 201, the second gear 204, the fourth gear 207, the fifth gear 210 and the sixth gear 213, and are also transmitted to the rear wheel R2 via the hubs 216A and 216B.

[0065] <Steering system> Next, the steering system will be described. As shown in Figure 19, the steering system includes an orbit roll 51, an electric hydraulic pump 52, a filter 53, an accumulator 54, hydraulic cylinders 55, 55, and a pressure switch 56 (see Figure 4). These components of the steering system are connected by piping to form a hydraulic circuit.

[0066] The orbit roll 51 is connected to the steering 19 and is located inside the dashboard 14. The electric hydraulic pump 52 is electrically connected to the 24V battery K2 and is located in the first rear space 16a. The filter 53 is connected to a part of the piping and is a component that removes impurities such as dust and iron contained in the hydraulic oil. The accumulator 54 is connected to a part of the piping and is a device that stores and releases the fluid energy of the hydraulic oil. The filter 53 and the accumulator 54 are located in the second rear space 16b. As shown in FIG. 20 , the hydraulic cylinders 55, 55 are cylinders that connect the front frame 11 and the rear frame 12 and are located in pair on both sides in the vehicle width direction. The extension and contraction of the hydraulic cylinders 55, 55 enables the vehicle to turn left and right.

[0067] As shown in Fig. 4, the pressure switch 56 checks the pressure in the hydraulic circuit and determines whether to start or stop the electric hydraulic pump 52. The control unit 3 receives a detection signal from the pressure switch 56 and starts the electric hydraulic pump 52 when the pressure in the hydraulic circuit drops below a predetermined value, or stops the electric hydraulic pump 52 when the pressure is above the predetermined value. The pressure switch 56 can also detect pressure errors in the hydraulic circuit.

[0068] The steering system includes an electric hydraulic pump 52, hydraulic cylinders 55, 55 driven by the pressure oil discharged from the electric hydraulic pump 52, and a steering valve (not shown) that controls the direction and flow rate of the pressure oil supplied from the electric hydraulic pump 52 to the hydraulic cylinders 55, 55. The steering valve is switched according to the direction and amount of rotation of the steering wheel 19 to drive and control the hydraulic cylinders 55, 55. The switching of the steering valve according to the direction and amount of rotation of the steering wheel 19 is performed by the orbit roll 51.

[0069] <Brake system> In this embodiment, the following brake systems (1) to (3) are provided: Note that the types of brakes are not limited to those listed below, and may be increased or decreased as appropriate. (1) Neutral brake The neutral brake is a brake that is activated when the forward / reverse lever 17 is placed in the neutral position by the operator OP, as shown in Figure 4. When stopping, the vehicle slows down by applying regenerative motion and reverse braking to the electric motor for the rolling wheels, and is stopped electrically by the zero rotation speed holding brake (excitation brake 61). The excitation brake 61 is a brake that is activated when energized and released when de-energized.

[0070] When the forward / reverse lever 17 is in the neutral position, the limit switch 32 outputs a detection signal to the control unit 3. The control unit 3 outputs drive command values ​​to the front wheel inverter J1, the right rear wheel inverter J2, and the left rear wheel inverter J3 so that the front wheel electric motor M1, the right rear wheel electric motor M2, and the left rear wheel electric motor M3 each rotate at 0 revolutions. The control unit 3 also outputs a brake signal to the excitation brake 61. After a predetermined time has elapsed since the control unit 3 output the drive command values ​​(maintaining 0 revolutions) to each inverter J, the control unit 3 activates the de-excitation brake 61 by the operating relay. 4 and 14), the electromagnetic brake 61 is released. The predetermined time can be set as appropriate. The non-excitation brake 62 is controlled by an operating relay connected to the control unit 3.

[0071] (2) Foot brake (emergency stop) The foot brake is a brake that is activated by depressing the brake pedal BP, as shown in Figures 4 and 8. When the operator OP depresses the brake pedal BP, a foot brake signal is output to the control unit 3. The control unit 3 then cuts off power to each electric motor M. Furthermore, when the brake pedal BP is depressed, the base plate 22, which was tilted by the mechanism shown in Figures 9 and 10 as described above, returns to a horizontal position. In other words, the shaft 21 (forward / reverse lever 17) is positioned in the neutral position, and the neutral brake described above is activated.

[0072] (3) Parking brake The parking brake is a brake that is activated by pressing a parking switch 37, as shown in Fig. 4. When an operator OP presses the parking switch 37, a parking brake signal is output to the control unit 3. The control unit 3 activates a non-excited brake 62.

[0073] As shown in FIG. 16, the non-excitation brake 62 is a mechanical disc brake that operates when not energized. The non-excitation brake 62 is electrically connected to the 24V battery K2. When energized, the non-excitation brake 62 allows the rotor 64, which rotates in synchronization with the shaft portion 205a of the third gear 205, to rotate. This allows the third gear 205 to also rotate, enabling travel. On the other hand, when not energized, the rotor 64 is clamped, preventing the rotation of the shaft portion 205a, and the brake operates. The non-excitation brake 62 is provided with a release lever 63. The operator OP or a worker can release the non-excitation brake 62 by operating the release lever 63.

[0074] <Electrical system> As shown in FIG. 6, the battery K of this embodiment includes a 48V battery K1, a 24V battery K2, and a 12V battery K3. The 48V battery K1 and the 24V battery K2 are lithium-ion batteries. A battery management unit (BMU) 71 is a device that measures the voltage, current, temperature, etc. of each battery cell and monitors and controls the battery (lithium-ion secondary battery) K. The battery management unit 71 also has a function to display measured data, a balancing function to keep the voltage between each cell constant, and a function to detect overcharge and overdischarge. The battery management unit 71 and the control unit 3 are capable of communicating battery information via CAN communication.

[0075] The 12V battery K3 is a lead-acid battery. The 12V battery K3 is electrically connected to a starter switch 38 that starts the electric roller 1. The 12V battery K3 is also electrically connected to electrical components including lighting devices (e.g., hazard lights) 40 and alarm devices (e.g., a backup buzzer and an alert buzzer) 41. For example, even if the control unit 3 experiences a system failure, the 12V battery K3 can start (restart) the electric roller 1 and supply electricity to various electrical components.

[0076] The 48V battery K1 is electrically connected to each inverter J and each electric motor M. A DC-DC converter 42 is interposed between the 48V battery K1 and the 12V battery K3. The DC-DC converter 42 is a device that reduces the voltage in order to supply power from the 48V battery K1 to the 12V battery K3. The 24V battery K2 is electrically connected to the electric hydraulic pump 52 and the non-excitation brake 62.

[0077] The control unit (VCU) 3 is a device that determines the vehicle's state as it changes while driving and controls each component to maintain the optimum state. The control unit 3 controls each component that influences each other, such as the electric motor M, inverter J, and battery K, while taking into account the influence on other components.

[0078] The control unit 3 includes a calculation unit (CPU: Central Processing Unit), a storage unit, a communication unit, etc. The control unit 3 may be located anywhere, but in this embodiment it is attached to the front of the battery case KA (see FIG. 11) of the battery K. The calculation unit is a part that reads out a program stored in the storage unit and makes it function as a functional unit. The storage unit may be a RAM (Random Access Memory), a ROM (Read Only Memory), an HDD (Hard Disk Drive), etc. The storage unit stores various programs and drive instruction values ​​for each inverter J corresponding to the tilt angle of the potentiometer 31 as drive instruction value files. The communication unit is, for example, a CAN communication unit, and is capable of communicating with each component.

[0079] The control unit 3 may also be linked to a Global Navigation Satellite System (GNSS) to acquire and utilize driving records, location information, driving conditions, etc. The control unit 3 may also be linked to a compaction management device equipped with a sensor that acquires road surface compaction information to acquire and utilize compaction information in real time. The control unit 3 may also be linked to an autonomous driving device to enable autonomous driving by remote control. The control unit 3 may also transmit vehicle operation information (driving time, abnormality information, battery status, etc.) to a technical center, leasing company, etc., and store and manage that information.

[0080] <About action and effects> When the operator OP tilts the forward / reverse lever 17 forward, the vehicle moves forward, and when tilted backward, the vehicle moves backward. When the forward / reverse lever 17 is tilted, the potentiometer 31 outputs the tilt angle to the control unit 3. The control unit 3 outputs drive command values ​​to the front wheel inverter J1, the right rear wheel inverter J2, and the left rear wheel inverter J3, and operates the electric motors for the compaction wheels based on the drive command values. Increasing the tilt angle of the forward / reverse lever 17 makes the vehicle travel faster, and decreasing it makes the vehicle travel slower. When the forward / reverse lever 17 is returned to the neutral position, the neutral brake mentioned above is activated, and the electric roller 1 stops.

[0081] When the operator OP operates the vibration switch 39, a vibration signal is output to the control unit 3. The control unit 3 sends a vibration instruction value to the vibration inverter J4, and operates the vibration electric motor M4 based on the vibration instruction value. This causes the vibration generating shaft 130 to rotate, and the front wheel R1 to vibrate.

[0082] The electric roller 1 according to the present embodiment described above can substantially eliminate fuel consumption and greenhouse gas emissions through electrification. Furthermore, electrification can reduce noise and substantially eliminate greenhouse gas emissions, thereby reducing the burden on the operator (OP) and improving the working environment. Furthermore, because it does not use a hydraulic pump or hydraulic circuit for travel as in the past, there is no need to replace hydraulic oil, resulting in excellent maintainability.

[0083] Furthermore, according to this embodiment, multiple electric motors for the rolling wheels (front wheel electric motor M1, right rear wheel electric motor M2, and left rear wheel electric motor M3) are provided. Although a single electric motor for the rolling wheels may be used, providing multiple electric motors can increase the main torque while preventing the electric motor for the rolling wheels from becoming too large. This makes it possible to stop and start on an uphill slope.

[0084] Furthermore, according to this embodiment, the potentiometer 31 is provided, which allows for precise speed control according to the inclination of the forward / reverse lever 17. Furthermore, the limit switch 32 is provided. Therefore, the neutral position can be detected reliably. Although the neutral position can be detected using only the potentiometer 31, if an error occurs in the input from the potentiometer 31, there is a risk that the vehicle may start moving even when the forward / reverse lever 17 is in the neutral position. However, according to this embodiment, the limit switch 32 is provided, so the neutral position can be detected reliably.

[0085] Furthermore, according to this embodiment, the vehicle is equipped with electrical equipment including lighting devices 40 and alarms 41, and is equipped with a plurality of batteries K with different voltages that are electrically connected to the electric motor for the rolling wheels and the electrical equipment, respectively. This allows power to be supplied according to the voltage of each component. Furthermore, the 48V battery K1 and the 24V battery K2 are lithium-ion batteries (storage batteries), and therefore can be charged and used repeatedly.

[0086] Furthermore, according to this embodiment, the battery K is installed in the front space 15 of the body frame 2, which allows for effective use of the space and thereby miniaturization. In other words, the battery K can be placed in the area where the engine was previously installed. Furthermore, the battery K can be protected by being housed in a battery case KA. The battery K may be installed only in the rear space 16, or in both the front space 15 and the rear space 16.

[0087] Furthermore, according to this embodiment, the electrical components including the lighting device 40 and the alarm device 41 are electrically connected to a 12V battery K3 made of a lead-acid battery. This allows the electrical components including the lighting device 40 to function even if the control unit 3 experiences a system failure. Therefore, even if the system fails, it is possible to issue an alert to those around, and the vehicle can be smoothly restarted or reactivated.

[0088] Furthermore, according to this embodiment, the speedometer can be displayed on the display 18 provided on the dashboard 14, and vehicle information held by the control unit 3 can also be displayed on the display 18. This allows the operator OP to grasp not only the speed, but also vehicle information held by the control unit 3, such as whether the vehicle is moving forward or backward, whether there is vibration, the amount of charge, the time, and the total distance traveled.

[0089] Furthermore, while a mechanism for vibrating the rollers may be provided as needed, according to this embodiment, the vibration generating shaft 130 is operated by a vibration inverter J4 and a vibration electric motor M4. This makes it easy to control the vibration of the vibration generating shaft 130, and by electrifying the vibration generating shaft 130, fuel consumption and greenhouse gas emissions can be substantially eliminated. Furthermore, by electrifying the vibration generating shaft 130, noise can be reduced and greenhouse gas emissions can be substantially eliminated, thereby reducing the burden on the operator OP and improving the working environment. Furthermore, because a hydraulic pump or hydraulic circuit for vibration is not used as in conventional systems, there is no need to replace hydraulic oil, resulting in excellent maintainability.

[0090] Furthermore, according to this embodiment, by installing the vibration electric motor M4 on the sprung part (above the vibration-isolating rubber 121 (towards the vehicle body frame 2)), it is possible to reduce vibration acting on the vibration electric motor M4. Furthermore, by providing a constant velocity joint that connects the vibration generating shaft 130 and the output shaft of the vibration electric motor M4, it is possible to transmit the drive of the vibration electric motor M4 to the vibration generating shaft 130 even when an operating angle is provided.

[0091] Furthermore, according to this embodiment, since the steering system uses an electric hydraulic pump 52, fuel consumption and greenhouse gas emissions can be substantially eliminated by electrification. Furthermore, since electrification can reduce noise and substantially eliminate greenhouse gas emissions, the burden on the operator OP can be reduced and the working environment can be improved. Furthermore, according to this embodiment, since the hydraulic cylinder 55 is driven using the electric hydraulic pump 52, when electrification is attempted, changes to the mechanisms around the steering can be kept to a minimum.

[0092] Furthermore, according to this embodiment, pressure can be accumulated in the accumulator 54, which prevents the electric hydraulic pump 52 from seizing due to continuous operation and reduces energy consumption.

[0093] Furthermore, according to this embodiment, the electric hydraulic pump 52, piping, and accumulator 54 are installed in the rear space 16 of the body frame 2, which allows for effective use of the rear space 16 and reduces the number of piping and the like spanning between the front space 15 and the rear space 16.

[0094] Furthermore, according to this embodiment, the hydraulic cylinders 55 are installed on both the left and right sides of the body frame 2, which reduces or eliminates the difference in the amount of oil discharged left and right during turning, thereby stabilizing behavior during turning. Note that the number of hydraulic cylinders 55 may be just one per body frame 2. This simplifies the structure and reduces the number of parts.

[0095] Furthermore, according to this embodiment, when the forward / reverse lever 17 is in the neutral position, the control unit 3 outputs a zero rotation signal to the roller wheel inverters (front wheel inverter J1, right rear wheel inverter J2, and left rear wheel inverter J3) and activates the electromagnetic brake 61. This allows for an easy configuration of the brake system, and electrification of the brake system can substantially eliminate fuel consumption and greenhouse gas emissions. Furthermore, electrification can reduce noise and substantially eliminate greenhouse gas emissions, thereby reducing the burden on the operator OP and improving the working environment. Furthermore, because the brake system does not use a hydraulic circuit as in conventional systems, there is no need to change the hydraulic oil, resulting in excellent maintainability.

[0096] Furthermore, according to this embodiment, the control unit 3 activates the non-excitation brake 62, which mechanically brakes the vehicle, after a predetermined time has elapsed since the activation of the excitation brake 61. Activating the excitation brake 61 results in continued consumption of power while the vehicle is stopped, but according to this embodiment, after a predetermined time has elapsed, the control unit 3 switches to the non-excitation brake 62 and releases the excitation brake 61, thereby reducing power consumption.

[0097] Furthermore, when the operator OP depresses the brake pedal BP or operates a switch (parking switch 37) provided on the dashboard 14 or the driver's seat 13, the control unit 3 activates a non-excited brake 62, which mechanically brakes the vehicle, via an operating relay. This allows the vehicle to stop in an emergency.

[0098] Furthermore, by providing a release lever 63 for releasing the non-excitation brake 62 around the driver's seat 13, the operation of releasing the non-excitation brake 62 can be easily performed.

[0099] [Second embodiment: Mechanism for preventing over-rotation of electric motor for rolling wheel] Next, a second embodiment of the present invention will be described. The electric roller 1 according to the second embodiment differs from the first embodiment in that it is equipped with an over-rotation prevention mechanism that prevents over-rotation of the front wheel electric motor M1, the right rear wheel electric motor M2, and the left rear wheel electric motor M3 (electric motors for the rolling wheels). The second embodiment will be described mainly focusing on the differences from the first embodiment. Note that the drive command values ​​and times shown below are merely examples, and these numerical values ​​can be set as appropriate.

[0100] <Issues> As described above, the tilt of the forward / reverse lever 17 of the electric roller 1 is input to the control unit 3, which then outputs a drive command value for acceleration, deceleration, or stopping to each inverter J. Each inverter J that receives the drive command value from the control unit 3 accelerates or decelerates according to the input amount of the forward / reverse lever 17, and controls the running operation of the vehicle by outputting a drive command value for the number of rotations to the electric motor for the roller wheel.

[0101] However, the above-described embodiment has a problem in that the vehicle behavior is unstable when accelerating, decelerating, or stopping. For example, when the forward / reverse lever 17 is operated at full throttle in the forward direction during acceleration, the drive command value input to the inverter J rises suddenly from 0 RPM to the target drive command value. At this time, the output of the electric motor for the compaction wheels is small, so the inertial force generated during acceleration cannot be suppressed. As a result, the rotation speed of the electric motor for the compaction wheels exceeds the target drive command value due to the inertia that cannot be fully controlled.

[0102] On the other hand, when decelerating or stopping, the electric motor for the roller wheels is controlled to decelerate by applying regenerative motion and reverse braking. When the forward / reverse lever 17 is returned from full throttle to the neutral position during deceleration or stopping, the drive command value output to the electric motor for the roller wheels drops sharply to 0 rotations. The braking torque generated at this time cannot be fully controlled due to insufficient output from the electric motor for the roller wheels, so a return swing occurs to compensate for the braking torque that could not be fully controlled when the vehicle is stopped.

[0103] These problems will be explained in more detail. Fig. 21 is a graph showing the relationship between time and rotation speed in a comparative example at start-up. As shown in Fig. 21, the thin line indicates the input of the forward / reverse lever 17. The forward / reverse lever 17 is, for example, in a state where it is tilted to the maximum in the forward or reverse direction (full throttle state).

[0104] The dotted line indicates the drive command value for the electric motor for the compaction wheels in the comparative example. In other words, it is the drive command value output from the control unit 3 to the inverter for the compaction wheels. In the comparative example shown in FIG. 21, the target drive command value P1 is approximately 2200 rpm. The point at which the forward / reverse lever 17 is input is defined as the "acceleration-side command start point W1," the point at which the drive command value for the electric motor for the compaction wheels reaches the target drive command value P1 (the point it reaches in calculation) is defined as the "acceleration-side target rotation speed arrival point N1," and the line connecting the acceleration-side command start point W1 and the acceleration-side target rotation speed arrival point N1 is defined as the "first-stage acceleration Q1." In the comparative example, for example, the setting is such that the rotation speed reaches from 0 rpm to 2200 rpm in approximately 3.0 seconds.

[0105] The thick line indicates the rotation speed (actual rotation speed) of the electric motor for the compaction wheels in the comparative example. Immediately after acceleration-side command start point W1, the rotation speed of the electric motor for the compaction wheels in the comparative example is lower than the first-stage acceleration Q1, which is the drive command value. On the other hand, after reaching acceleration-side target rotation speed reach point N1, the inertial force generated during acceleration cannot be suppressed, so the rotation speed of the electric motor for the compaction wheels exceeds target drive command value P1 for a certain period of time. Furthermore, after falling slightly below target drive command value P1, the rotation speed of the electric motor for the compaction wheels and target drive command value P1 match. In other words, in this comparative example, after acceleration-side target rotation speed reach point N1, the electric motor for the compaction wheels enters an overspeed state for a certain period of time, causing unstable vehicle behavior.

[0106] FIG. 22 is a graph showing the relationship between time and rotation speed in a comparative example when the vehicle is stopped. As shown in FIG. 22, when the vehicle is stopped, the target drive command value P2 is 0 rpm (0 revolutions). The point at which the forward / reverse lever 17 is returned from the full throttle state to the neutral position is defined as the "deceleration-side command start point W2." The point at which the drive command value of the electric motor for the compaction wheels reaches the target drive command value P2 (the point it reaches in calculation) is defined as the "deceleration-side target rotation speed arrival point N2." The straight line connecting the deceleration-side command start point W2 and the deceleration-side target rotation speed arrival point N2 is defined as the "first-stage deceleration Q2." In the comparative example, the setting is such that the rotation speed drops from 2200 rpm to 0 rpm in approximately 2.0 seconds, for example.

[0107] In the comparative example, the rotation speed of the electric motor for the compaction wheels exceeds the drive command value immediately after the deceleration-side command start point W2. However, after the deceleration-side target rotation speed point N2 is reached, the generated braking torque cannot be fully controlled due to insufficient output from the electric motor for the compaction wheels, so the rotation speed of the electric motor for the compaction wheels falls below the target drive command value P2 for a predetermined time. Thereafter, the rotation speed of the electric motor for the compaction wheels and the target drive command value P2 match. In other words, in this comparative example, the electric motor for the compaction wheels enters an overspeed state for a predetermined time after the deceleration-side target rotation speed point N2, causing the vehicle behavior to become unstable (swing-back operation when stopped).

[0108] <Configuration of the over-rotation prevention mechanism for the electric motor for rolling wheels - Starting side> 23 is a graph showing the drive command values ​​of the electric motors for the roller wheels of the comparative example and the working example as a function of time and rotation speed. The solid line shows the drive command values ​​of the electric motors for the roller wheels of the working example. The dotted line shows the drive command values ​​of the electric motors for the roller wheels of the comparative example.

[0109] As shown by the solid line in Figure 23, at the start of the embodiment, the drive command value for the electric motor for the rolling wheels has an acceleration-side shift point U1, and also has a first-stage acceleration Q3 and a second-stage acceleration Q4. The slope (acceleration) of the first-stage acceleration Q3 is larger (steeper) than the slope (acceleration) of the first-stage acceleration Q1 of the comparative example. On the other hand, the slope of the second-stage acceleration Q4 is smaller (gentler) than the slope of the first-stage acceleration Q1 of the comparative example.

[0110] Figure 24 is a graph showing the relationship between time and rotation speed at start-up in an embodiment. In Figure 24, the dotted line shows the drive command value of the electric motor for the compaction wheels in the embodiment. The solid line shows the rotation speed of the electric motor for the compaction wheels in the embodiment. In the embodiment as well, the drive command value of the electric motor for the compaction wheels is set so that the target drive command value P1 is 2200 rpm and reaches the target drive command value P1 in 3.0 seconds from the input of the forward / reverse lever 17.

[0111] As shown in FIG. 24, at the start of the embodiment, the slope of the second-stage acceleration Q4 when approaching the acceleration-side target rotation speed arrival point N1 is smaller (gentler angle) than the slope of the first-stage acceleration Q1 in the comparative example. More specifically, at the start of the embodiment, the slope of the first-stage acceleration Q3 is larger than the slope of the first-stage acceleration Q1 in the comparative example (see FIG. 23), so the rotation speed of the electric motor for the compaction wheels rises more rapidly than in the comparative example. Thereafter, the target drive command value P1 is reached more slowly in the second-stage acceleration Q4 than in the comparative example. This allows the electric motor for the compaction wheels to reach the target drive command value P1 without over-rotating (or by reducing the over-rotation). This stabilizes vehicle behavior during acceleration.

[0112] <Configuration of the over-rotation prevention mechanism for the electric motor for rolling wheels - Stop side> As shown by the solid line in Figure 23, on the stopping side of the embodiment, the drive command value for the electric motor for the roller compaction wheel has a deceleration-side speed change point U2, and also has a first-stage deceleration Q5 and a second-stage deceleration Q6. The slope (deceleration) of the first-stage deceleration Q5 is larger (steeper) than the slope (deceleration) of the first-stage deceleration Q2 of the comparative example. On the other hand, the slope of the second-stage deceleration Q6 is smaller (more gentle) than the slope of the first-stage deceleration Q2 of the comparative example.

[0113] Fig. 25 is a graph showing the relationship between time and rotation speed in an embodiment when the vehicle is stopped. In Fig. 25, the dotted line shows the drive command value of the electric motor for the roller wheels in the embodiment. The solid line shows the rotation speed of the electric motor for the roller wheels in the embodiment. In the embodiment, the target drive command value P2 is set to 0 rpm, and is set to reach the target drive command value P2 2.0 seconds after the forward / reverse lever 17 returns to the neutral position.

[0114] As shown in FIG. 25, when the motor is stopped in this embodiment, the deceleration side target rotation speed reaches point N2. The slope of the second-stage deceleration Q6 at this time is smaller (more gentle) than the slope of the first-stage deceleration Q2 in the comparative example. More specifically, when the vehicle stops in the example, the slope of the first-stage deceleration Q5 is larger than the slope of the first-stage deceleration Q2 in the comparative example (see FIG. 23), so the rotation speed of the electric motor for the compaction wheels drops more rapidly than in the comparative example. Thereafter, the target drive command value P2 is reached more gently in the second-stage deceleration Q6. This allows the electric motor for the compaction wheels to reach the target drive command value P2 without over-rotating (or by reducing the over-rotation). This prevents rebound during deceleration and stabilizes vehicle behavior.

[0115] FIG. 26 is a graph showing the relationship between time and rotation speed of the electric motor for the compaction wheels in the modified example. As shown in FIG. 26, acceleration or deceleration is performed in three stages in the modified example. As shown by the solid line in FIG. 26, the drive command value of the electric motor for the compaction wheels on the starting side in the modified example includes speed change points U3 and U4, as well as a first-stage acceleration Q11, a second-stage acceleration Q12, and a third-stage acceleration Q13. The third-stage acceleration Q13 approaches the acceleration-side target rotation speed arrival point N1. The slope of the third-stage acceleration Q13 is smaller (more gentle) than the first-stage acceleration Q1 in the comparative example. This makes it possible to prevent over-rotation of the electric motor for the compaction wheels, just like in the second embodiment.

[0116] As shown by the solid line in Figure 26, the drive command value for the electric motor for the rolling wheel on the stop side according to the modified example includes speed change points U5 and U6, as well as a first-stage reduction gear Q14, a second-stage reduction gear Q15, and a third-stage reduction gear Q16. The third-stage reduction gear Q16 faces the reduction-side target rotation speed arrival point N2. The slope of the third-stage reduction gear Q16 is smaller (more gentle) than the first-stage reduction gear Q2 of the comparative example. This makes it possible to prevent over-rotation of the electric motor for the rolling wheel, just like the second embodiment. As in the modified example, two or more speed change points may be provided on the start side or the stop side.

[0117] As described above, the over-speed prevention mechanism for the electric motor for the compaction wheels has at least one speed change point in the drive command value for the electric motor for the compaction wheels, and sets the slope approaching the acceleration-side target speed reach point N1 and the deceleration-side target speed reach point N2 to be smaller than the slope in the comparative example. This outputs signals to the inverter for the compaction wheels in multiple stages of speed change ranges, allowing the electric motor for the compaction wheels to gradually reach the target speed.

[0118] In the overspeed prevention mechanism for the electric motor for the compaction wheel according to this embodiment, when setting the gradient of the drive command value toward the acceleration-side target rotation speed reach point N1 and the deceleration-side target rotation speed reach point N2, a reference gradient (here, the gradient of the first-stage acceleration Q1 and first-stage deceleration Q2 in the comparative example) is set from the acceleration-side target rotation speed reach point N1 and the deceleration-side target rotation speed reach point N2, and the gradient is set so as to be smaller (so as to have a gentler angle) than the reference gradient. The drive command value for the electric motor for the compaction wheel overspeed prevention mechanism may be set based on a drive command value file that is preset according to the tilt angle of the forward / reverse lever 17. The drive command value file is, for example, a data file in which shift points are preset according to the tilt angle of the forward / reverse lever 17, the target drive command value, the arrival time, etc. The drive command value file is stored in the memory of the control unit 3. The drive command value for the overspeed prevention mechanism for the electric motor for the compaction wheel may also be calculated appropriately by the control unit 3, for example, based on the detected tilt angle of the forward / reverse lever 17.

[0119] [Third embodiment: Mechanism for preventing over-rotation of an electric vibration motor] Next, a third embodiment of the present invention will be described. The electric roller 1 according to the third embodiment differs from the first embodiment in that it is provided with an over-rotation prevention mechanism for the vibrating electric motor that prevents over-rotation of the vibrating electric motor M4 in the vibration system. The third embodiment will be described mainly focusing on the differences from the first embodiment.

[0120] <Issues> As in the second embodiment, the vibration electric motor M4 also has an eccentric weight 134 on the vibration generating shaft 130, which may result in an over-rotation state relative to the target drive command value when starting and stopping vibration, which may cause the vehicle behavior to become unstable and give the operator OP a sense of discomfort.

[0121] <Configuration of the over-rotation prevention mechanism for the vibration electric motor> The mechanism for preventing over-speed of the vibration electric motor sets a speed change point in the drive command value output from the control unit 3 to the vibration inverter J4. The method for setting the speed change point is the same as in the second embodiment, so a detailed description will be omitted. The control unit 3 outputs signals to the vibration inverter J4 in multiple speed change ranges during vibration generation, allowing the vibration electric motor M4 to gradually reach the target rotation speed. As a result, the vibration electric motor M4 gradually reaches the target rotation speed, making it possible to suppress unstable vibration behavior caused by over-speed.

[0122] Furthermore, when vibration is stopped, the control unit 3 outputs signals to the vibration inverter J4 in multiple speed ranges to gradually stop the vibration, thereby suppressing the swing-back phenomenon of the vibration generating shaft 130 and enabling the vibration generating shaft 130 to be stopped stably.

[0123] [Fourth embodiment, front wheel dashboard] Next, an electric roller 1D according to a fourth embodiment of the present invention will be described. This embodiment differs from the first embodiment in the structure of the front wheels R1D, the structure of the dashboard 14D, the provision of multiple modes according to the state of the vehicle, and the provision of a multi-stage transmission control unit 301. In this embodiment, the differences from the first embodiment will be mainly described.

[0124] As shown in FIG. 27, the front wheels R1D are equipped with rolls 111D, and a front wheel electric motor M1 and a vibration electric motor M4 are installed at both ends of the vehicle in the width direction. The front wheels R1D have longer rolls 111D and shorter vibration shafts 130 compared to the structure of the first embodiment. This allows all components, including the front wheel electric motor M1 and the vibration electric motor M4, to be housed inside the rolls 111D. Therefore, when performing compaction work, the rolls 111D can be moved as close as possible to other structures, etc., improving operability. Other structures of the front wheels R1D are generally the same as those of the first embodiment, and therefore the same reference numerals as those of the first embodiment are used, and a description thereof will be omitted.

[0125] As shown in Figures 28 and 29, in addition to the structure of the first embodiment, the electric roller 1D is equipped with a sprinkler switch 81 for sprinkling water, a liquid agent switch 82 for spraying liquid agent, a vibration H / L switch 83 for changing the vibration frequency, a speed change switch (multi-speed change means) 84 for changing the vehicle's traveling speed in multiple stages, a hazard switch (light) 85, a buzzer switch (alarm) 86, and a headlight switch (light) 87.

[0126] As shown in FIG. 29, on the top surface of the dashboard 14D, a water sprinkler switch 81, a liquid agent switch 82, a vibration H / L switch 83, a gear switch 84, a hazard switch 85, a buzzer switch 86, a headlight switch 87, a parking switch 37, and a vibration switch 39 are provided around the display (e.g., an LCD display) 18.

[0127] The water sprinkler switch 81 is electrically connected to the control unit 3D and is a switch that causes the water sprinkler unit (not shown) to start or stop sprinkling water. When the water sprinkler switch 81 is turned ON, water is sprinkled onto the roll 111D via the control unit 3D and the water sprinkler unit (not shown), and when the water sprinkler switch 81 is turned OFF, water sprinkling stops.

[0128] The liquid agent switch 82 is electrically connected to the control unit 3D and is a switch that starts or stops the spraying of the liquid agent via the liquid agent spraying unit (not shown). A liquid agent is sprayed onto the roll 111D via the control unit 3 and a liquid agent spraying unit (not shown), and when the switch is turned OFF, the spraying of the liquid agent stops.

[0129] The vibration H / L switch 83 is electrically connected to the control unit 3D, operates in conjunction with the vibration switch 39, and is a switch that selects between high-speed vibration mode and low-speed vibration mode. The high-speed vibration mode is a mode in which the vibration electric motor M4 rotates at high speed to increase the vibratory force, and the low-speed vibration mode is a mode in which the vibration electric motor M4 rotates at low speed to decrease the vibratory force. When the vibration H / L switch 83 is set to the high-speed vibration mode side, a high-speed vibration mode signal is sent to the vibration inverter J4. On the other hand, when the vibration H / L switch 83 is set to the low-speed vibration mode side, a low-speed vibration mode signal is sent to the vibration inverter J4.

[0130] The speed change switch 84 is electrically connected to the control unit 3D and is a switch for changing the vehicle's traveling speed among a plurality of gears. In the first embodiment, two speeds could be selected with the traveling H / L switch 36, but in this embodiment, a multi-speed structure with three or more speeds is adopted. This point will be described in detail later.

[0131] The hazard switch 85 is a switch that turns the hazard warning lamps on or off. The buzzer switch 86 is a switch that turns the alarm 41, which outputs an alarm sound, on or off. The headlight switch 87 is a switch that turns the headlights on or off. For the headlights, high beam or low beam can be selected. The hazard switch 85, buzzer switch 86, and headlight switch 87 are also electrically connected to the control unit 3D, and each operation can be controlled and managed.

[0132] The operating status of each switch may be displayed at any time on the display 18. In the first embodiment described above, the electric hydraulic pump 52 is powered by the 24V battery K2, but it may also be powered by the 48V battery K1 as in this embodiment shown in FIG.

[0133] In addition, the electric roller 1D (control unit 3D) of this embodiment has five basic modes, namely, "switch-off mode," "standby mode," "ready mode," "run mode," and "charge mode," as control modes related to the running state of the electric roller 1D, as well as "torque-up mode" and "charging while running mode."

[0134] These modes can be switched by the operator OP operating a starter switch 38 (number of times, time, etc.) or by a specific input operation (including operation of the starter switch 38). The starter switch 38 corresponds to a key cylinder that is operated by inserting an ignition key in a vehicle powered by an internal combustion engine, i.e., an engine vehicle. The control unit 3D can, for example, display these modes (excluding the switch-off mode) on the display 18. This allows the operator OP to understand the state (mode) of the vehicle.

[0135] <Switch-off mode> The control unit 3D is in switch-off mode when the starter switch 38 is in the switch-off state. The switch-off mode corresponds to a state in which the ignition key is removed from the key cylinder in an engine vehicle. In the switch-off mode, the power is turned off (the control unit (VCU) 3D is not running either), so the electric roller 1D is unable to travel. The energy consumption in the switch-off mode (the power consumption of the 48V battery K1 and the 24V battery K2) is zero. In the switch-off mode, the forward / reverse lever 17 is set to the neutral position by the operation of the operator OP, and the parking switch 37 is set to ON by the operation of the operator OP (i.e., the parking switch 37 is turned ON). King brake is engaged).

[0136] <Standby mode> The control unit 3D enters standby mode when the starter switch 38 is turned on from switch-off mode. Standby mode is a mode in which the vehicle is in a standby state before driving. Standby mode corresponds to the state in an engine vehicle in which the main switch is turned on and power can be supplied to electrical components (such as a display) when the ignition key is inserted in the key cylinder and turned one step. In standby mode, power is supplied from the 12V battery K3 (lead-acid battery) to start the control unit 3D, but the control unit 3D does not start the inverter J (inverter for the rolling wheels), so the electric roller 1D is not able to drive. Energy consumption in standby mode (power consumption of the 48V battery K1 and the 24V battery K2) is zero. Note that the ready mode, described below, may be designed to automatically switch to standby mode under certain conditions (for example, if no operation is performed for a long period of time during ready mode).

[0137] <Ready Mode> The control unit 3D transitions from standby mode to ready mode when the operator OP operates the starter switch 38 (number of times, time, etc.) or performs a specific input operation. Ready mode corresponds to the state in an engine vehicle where the engine is started when the ignition key is turned one step further from standby mode. In other words, in ready mode, the inverter J is activated (the forward / reverse lever 17 is in the neutral position) under the control of the control unit 3D, and the electric roller 1D is ready to travel. The amount of energy consumed in ready mode (the amount of power consumed by the 48V battery K1 and the 24V battery K2) is very small.

[0138] <Run mode> The control unit 3D switches from ready mode to run mode when the forward / reverse lever 17 is operated and set to the forward or reverse position. In other words, the run mode is switched to by tilting the forward / reverse lever 17, and the vehicle enters a traveling state. Tilting the forward / reverse lever 17 drives the electric motor M, and when the torque of the electric motor M exceeds a predetermined value, the parking brake (de-excited brake 62) is automatically released, and the electric roller 1D starts traveling. In run mode, energy consumption (power consumption of the 48V battery K1 and the 24V battery K2) varies depending on the traveling speed, traveling distance, etc. Note that the operator OP may manually release the parking brake, and then tilt the forward / reverse lever 17 to start the electric roller 1D traveling.

[0139] <Charging mode (normal charging mode)> The control unit 3D switches from the switch-off mode to the charging mode in response to a specific input operation by the operator OP (for example, connecting a charging terminal (charging cable)). In the charging mode, the control unit 3D allows charging of the 48V battery K1 and the 24V battery K2 from a charging power source or a charging battery, and performs charging. Here, the charging battery may be an external power source or a battery that can be loaded onto the electric roller 1D.

[0140] <Torque-up mode> When a specific input operation is performed in the ready mode, the control unit 3D switches from the ready mode to the torque-up mode. In the torque-up mode, the control unit 3D temporarily increases the upper limit of the torque output of the inverter J.

[0141] <Charging mode while driving> When a specific input operation is performed in the ready mode, the control unit 3D The control unit 3D switches from the in-travel charging mode to the ready mode. In the in-travel charging mode, the control unit 3D allows the charging battery K4 to charge the 48V battery K1 and the 24V battery K2 while the vehicle is traveling. The charging battery K4 can be loaded onto the electric roller 1D and does not interfere with the traveling of the electric roller 1D. In the in-travel charging mode, the control unit 3D can cause the vehicle to travel when the forward / reverse lever 17 is operated to the forward or reverse position. In the in-travel charging mode, the control unit 3D drives the electric motor M to make the electric roller 1D travellable. In the in-travel charging mode, the control unit 3D terminates the in-travel charging mode and switches from the in-travel charging mode to the ready mode or the simple run mode when the charging rates of the 48V battery K1 and the 24V battery K2 are equal to or higher than a predetermined charging rate (for example, full charge (SoC: 100%)) or when a predetermined input operation is performed (disconnection of the charging terminals 91, 92 (charging cables)). Here, the control unit 3D can obtain the charging rates of the 48V battery K1 and the 24V battery K2 detected and calculated by the BMU 71 and use them for the determination.

[0142] [Fourth embodiment: multi-speed shift control unit] Furthermore, in addition to the structure of the first embodiment, the control unit 3D of the electric roller 1D is equipped with a multi-stage transmission control unit 301 that changes the vehicle's traveling speed in multiple stages. This multi-stage transmission control unit 301 is configured to include a speed change switch 84, a control unit (VCU) 3D, and a display 18 (see FIG. 30).

[0143] The speed change switch 84 is comprised of a general type of momentary switch, including, for example, a momentary dial switch, a momentary toggle switch, a momentary push switch (up △, down △), a momentary rocker switch, etc. In the present embodiment, the following description will be given assuming that a momentary dial switch is used as the speed change switch 84, but the present invention is not limited to this.

[0144] For example, this momentary dial switch has an operating handle 303 (see Figure 29) that can be held by an operator OP, and is configured so that the operating handle 303 can be rotated one step in the rightward (clockwise) direction and one step in the leftward (counterclockwise) direction by a switch input operation by the operator OP.

[0145] When the operating handle 303 is operated in a right-handed (clockwise) direction, the speed change switch 84 is set to input 1 (see step S1 described later) which increases the gear step. On the other hand, conversely, when the operating handle 303 is operated in a left-handed (counterclockwise) direction, the speed change switch 84 is set to input 2 (see step S5 described later) which decreases the gear step. For example, a switch input operation in a right-handed (clockwise) direction of the operating handle 303 increases the gear step by one step, and a switch input operation in a left-handed (counterclockwise) direction of the operating handle 303 decreases the gear step by one step. Note that the gear step may not only increase or decrease by one step, but may also be continuously increased or decreased by a switch input operation of the operating handle 303 continued for a predetermined time.

[0146] This momentary dial switch is initially set to 5 steps, then 5 steps up and 4 steps down, for a total of 10 steps. It is possible to change the speed in 10 steps in increments of 1 h.

[0147] More specifically, for example, when the momentary dial switch is set to the 10th position and the forward / reverse lever 17 is set to full throttle, the vehicle will travel at 10 km / h. The acceleration up to 10 km / h is determined in advance by an acceleration map stored in the control unit 3D, and is determined in advance so as not to damage the road surface and to consume optimal energy, for example. If the momentary dial switch is set to the 10th position and the forward / reverse lever 17 is tilted only halfway, It is also possible to fine-tune the travel speed, for example, in the case of 1 / 4 or 1 / 4. An acceleration map for when there is no tilting is also determined in advance.

[0148] The gear position set by the gear change switch 84 is input as a switch signal to the control unit 3D. Furthermore, the gear position set by the gear change switch 84 is displayed on the display 18 as a display signal input from the control unit 3D to the display 18 (see FIG. 30).

[0149] Next, the multi-stage speed change control of the control unit 3D will be described in detail below with reference to Fig. 31. Fig. 31 is a flowchart showing the multi-stage speed change control by the speed change switch.

[0150] First, the control unit 3D determines whether the switch position of the speed change switch 84 is at input 1 (step S1). Whether the switch position is at input 1 is determined by whether the switch input operation of the speed change switch 84 is being rotated in the right direction (clockwise direction). When the control unit 3D determines that the switch operation of the speed change switch 84 is being rotated in the right direction (clockwise direction) (Yes in step S1), the control unit 3D proceeds to step S2.

[0151] In step S2, the control unit 3D checks the gear position n of the gear change switch 84. In this embodiment, the gear position n is set to a natural number between 1 and 10, but is not limited to this.

[0152] Next, the control unit 3D determines whether the gear position n confirmed in step S2 is smaller than MAX (step S3). In this step S3, when it is determined that the gear position n is smaller than MAX (Yes in step S3), the control unit 3D proceeds to step S4.

[0153] In step S4, the control unit 3D increases the gear n of the gear change switch 84 by one step (n+1), and then ends the process.

[0154] Next, a case will be described where the switch position of the speed change switch 84 is not at input 1 (No in step S1). If the switch position of the speed change switch 84 is not at input 1 in step S1, the process proceeds to step S5.

[0155] In step S5, the control unit 3D determines whether the switch position of the speed change switch 84 is at input 2. Whether the switch position is at input 2 is determined by whether the switch input operation of the speed change switch 84 is being rotated in the left-handed direction (counterclockwise direction). When the control unit 3D determines that the switch input operation of the speed change switch 84 is being rotated in the left-handed direction (counterclockwise direction) (Yes in step S5), the control unit 3D proceeds to step S6. Conversely, when the control unit 3D determines that the switch input operation of the speed change switch 84 is not being rotated in the left-handed direction (counterclockwise direction) (No in step S5), the control unit 3D ends the processing.

[0156] In step S6, the control unit 3D checks what gear position n the gear change switch 84 is set to. Next, the control unit 3D determines whether the gear position n checked in step S6 is greater than 1 (step S7). In step S7, if it is determined that the gear position n is greater than 1 (Yes in step S7), the control unit 3D proceeds to step S8. Conversely, if it is determined that the gear position n is 1 (No in step S7), the control unit 3D ends the process.

[0157] In step S8, the control unit 3D reduces the gear n of the gear change switch 84 by one step ( After the number of times is increased by n-1, the process ends.

[0158] Next, the control of the vehicle acceleration in accordance with the gear position of the gear change switch 84 will be described in detail below with reference to Fig. 32. Fig. 32 is a flowchart showing the control of the vehicle acceleration.

[0159] First, the control unit 3D determines whether the operator OP has tilted the forward / reverse lever 17 and input the forward / reverse lever 17 (step S11). When the control unit 3D determines that the operator OP has tilted the forward / reverse lever 17 and input the forward / reverse lever 17 (Yes in step S11), the control unit 3D proceeds to step S12.

[0160] In step S12, the control unit 3D checks the gear position n of the gear change switch 84. Setting of this gear position of the gear change switch 84 is carried out by the processing steps shown in Fig. 31. In this embodiment, the gear position is set to n=a natural number between 1 and 10.

[0161] Next, the control unit 3D determines whether the gear position is 1 (n=1) (step S13). If it is determined that the gear position is 1 (Yes in step S13), the control unit 3D applies acceleration map 1 stored in advance in the storage unit of the control unit 3D and ends the process (step S14).

[0162] In step S13, if it is determined that the gear is not in first gear (n=1) (No in step S13), the process proceeds to step S15. In step S15, it is determined whether the gear is in second gear (n=2). If it is determined that the gear is in second gear (n=2) (Yes in step S15), the acceleration map 2 stored in advance in the memory unit of the control unit 3D is applied, and the process ends (step S16).

[0163] In step S15, if it is determined that the gear is not in second gear (No in step S15), the process proceeds to the next step. In the next step, it is determined whether the gear is in third gear (n=3). If it is determined that the gear is in third gear (Yes in the next step), acceleration map 3 is applied and the process ends.

[0164] In the next step, if it is determined that the gear is not in third gear, the process proceeds to the next step. In the next step, it is determined whether the gear is in fourth gear (n=4). If it is determined that the gear is in fourth gear, acceleration map 4 is applied and the process ends.

[0165] If it is determined in the next step that the gear is not in fourth gear, the process proceeds to the next step. In the next step, it is determined whether the gear is in fifth gear (n=5). If it is determined that the gear is in fifth gear, acceleration map 5 is applied and the process ends.

[0166] In the above-described order, it is determined whether the gear is set to 6th gear, and if it is determined that the gear is set to 6th gear, the acceleration map 6 is applied and the processing is terminated. In this way, the control unit 3D increases the gear by one step (7th gear → 8th gear → 9th gear), and finally, the gear is set to 10th gear (n=10, MAX) (step S17), and the acceleration map 10 is applied and the processing is terminated (step S18).

[0167] As described above, in this embodiment, the acceleration map n corresponding to the gear n set by the input operation of the gear change switch 84 is applied to control the acceleration of the vehicle. The map is preset in the memory of the control unit 3D, and the vehicle acceleration increases or decreases as the gear shift stage increases or decreases. In addition, this acceleration map is set taking into account the ideal energy consumption required to reach a set speed in the same amount of time.

[0168] In this embodiment, the control unit 3D outputs a motor rotation speed command value to the inverter J from a predetermined acceleration map n based on the input amount (tilt angle) of the forward / reverse lever 17 and the gear set by the gear change switch 84, thereby controlling the vehicle's running speed in multiple stages.

[0169] According to the present embodiment described above, electrification can substantially eliminate fuel consumption and greenhouse gas emissions. Furthermore, electrification can reduce noise and substantially eliminate greenhouse gas emissions, thereby reducing the burden on operators and improving the working environment. Furthermore, there is no need to change hydraulic oil, resulting in excellent maintainability. Furthermore, the inclusion of an inverter for the roller wheels makes speed control easy.

[0170] Furthermore, according to this embodiment, the provision of the speed change switch 84 allows for easy multi-stage control of the vehicle's gears. This makes it possible to effectively avoid differences in compaction work speed depending on the operating technique of the operator OP or on each site. As a result, this embodiment makes it possible to stabilize the construction quality of the compacted road surface.

[0171] Furthermore, according to this embodiment, multi-stage vehicle travel control simplifies vehicle speed adjustment using the forward / reverse lever 17. As a result, this embodiment eliminates variations in construction quality depending on the operator OP, and achieves improved and stable construction road surface quality.

[0172] Furthermore, according to this embodiment, by accelerating the vehicle at a jerk corresponding to the gear set by the gear change switch 84, energy consumption can be reduced and the construction time can be improved.

[0173] Furthermore, in this embodiment, it is preferable that the speed change switch 84 is configured by a momentary switch. By using a momentary switch, it can be configured inexpensively and simply.

[0174] Furthermore, according to this embodiment, the shift switch 84 (momentary switch) is configured so that a switch input operation in a predetermined direction increases the gear step by one step, and a switch input operation in the opposite predetermined direction decreases the gear step by one step. This allows the present embodiment to easily control the gear steps of the vehicle in multiple steps.

[0175] Furthermore, according to this embodiment, the speed change switch 84 (momentary switch) is configured so that the speed change step does not just increase or decrease one step at a time, but also so that the speed change step continues to increase or decrease continuously when the switch input operation of the operating handle 303 continues for a predetermined time. For example, by continuing to rotate the operating handle 303 clockwise for a predetermined time, the speed change step can be set from step 5 straight to step 10. As a result, in this embodiment, the speed change step can be quickly and easily performed.

[0176] [Fifth embodiment: vibration-exciting shaft rotation direction switching control] Next, the control of switching the rotation direction of the vibration generating shaft 130 will be described below with reference to the flowchart shown in FIG.

[0177] First, the control unit 3 determines whether the switching method of the switching control is set to "automatic" (step S21). If the switching method is set to "automatic" (step S21 → Yes), the process proceeds to step S22, and if the switching method is set to "manual" (step S21 → No), the process proceeds to step S26, which will be described later.

[0178] In step S22, the control unit 3 determines whether the roll 111 (front wheel R1) is currently rotating. This is detected, for example, by a rotation sensor S built into the front wheel electric motor M1. If the roll 111 is currently rotating (step S22 → Yes), the process proceeds to step S23, and if the roll 111 is currently stopped from rotating (step S22 → No), the process returns to step S22 again. A detection signal from the rotation sensor S is output to the control unit 3.

[0179] Next, in step S23, the control unit 3 determines whether the rotation direction of the roll 111 is the forward direction. This is detected by a rotation sensor S built into the front wheel electric motor M1. If the rotation direction of the roll 111 is the "forward direction" (step S23 → Yes), the process proceeds to step S24, and if the rotation direction of the roll 111 is the "reverse direction" (step S23 → No), the process proceeds to step S25. The detection signal from the rotation sensor S is output to the control unit 3.

[0180] In step S24, the control unit 3 determines the rotation direction of the vibration generating shaft 130 when traveling forward. Here, FIG. 34 is a side view of the vehicle as seen from the right side, with the right side of the figure representing the forward direction. When traveling forward, the roll 111 (front wheels R1) rotates in a clockwise direction (CW). For example, from the perspective of improving the energy consumption efficiency of the front wheel electric motor M1, it is preferable that the rotation direction of the vibration generating shaft 130 when traveling forward be set to a counterclockwise direction (CCW), which is the opposite direction to the forward direction (see the two white arrows in FIG. 34).

[0181] If the rotation direction of the roll 111 is the "reverse direction" (step S23→No), the process proceeds to step S25. In step S25, the control unit 3 determines the rotation direction of the vibration generating shaft 130 when traveling backward. For example, from the perspective of improving the energy consumption efficiency of the front wheel electric motor M1, it is preferable that the rotation direction of the vibration generating shaft 130 when traveling backward is set to the clockwise direction (CW), which is the opposite direction to the reverse direction (see the two hatched arrows in FIG. 34).

[0182] In this embodiment, the vibration inverter J4 (see FIG. 4) functions as a "switching means" that switches the rotation direction of the vibration shaft 130. The control unit 3 can also automatically control and switch the rotation direction of the vibration shaft 130 relative to the rotation direction of the rolling wheel (roll 111). The control unit 3 outputs a switching signal to the vibration inverter J4, and the vibration inverter J4 switches the rotation direction of the vibration electric motor M4 between forward and reverse rotation, thereby switching the rotation direction of the vibration electric motor M4.

[0183] Fig. 35 is a graph showing the relationship between electric motor power consumption and time when the vehicle is moving forward or backward with the rotation direction of the vibration excitation shaft clockwise (CW), and Fig. 36 is a graph showing the relationship between electric motor power consumption and time when the vehicle is moving forward or backward with the rotation direction of the vibration excitation shaft counterclockwise (CCW). In Figs. 35 and 36, the horizontal axis represents time (sec) and the vertical axis represents electric motor power consumption (kW). Furthermore, "pass" indicates the forward or backward movement of the vehicle, with each odd-numbered pass representing the vehicle moving forward and each even-numbered pass representing the vehicle moving backward. Furthermore, "electric motor power consumption" indicates the power consumption of the front wheel electric motor M1 (see Fig. 4).

[0184] In Figures 35 and 36, "same direction" indicates that the rotation direction of the vibration shaft 130 and the rotation direction of the roll 111 are the same direction (same direction), and "opposite directions" indicates that the rotation direction of the vibration shaft 130 and the rotation direction of the roll 111 are different directions (opposite directions).

[0185] In Figures 35 and 36, when comparing the average power consumption of the electric motor in the "same direction" with the average power consumption of the electric motor in the "reverse direction," it was found that the average power consumption of the electric motor in the "reverse direction" was suppressed compared to the "same direction." Note that in Figures 35 and 36, "average power consumption in the same direction" refers to the power consumption obtained by (power consumption in pass 1 + power consumption in pass 3 + power consumption in pass 5) / 3. Also, "average power consumption in the reverse direction" refers to the power consumption obtained by (power consumption in pass 2 + power consumption in pass 4 + power consumption in pass 6) / 3.

[0186] That is, in Figure 35, the electric motor power consumption is reduced more in the even-numbered passes (reverse direction) than in the odd-numbered passes (same direction). Also, in Figure 36, the electric motor power consumption is reduced more in the odd-numbered passes (reverse direction) than in the even-numbered passes (same direction). As a result, it is confirmed that in this embodiment, the rotation direction of the vibration generating shaft 130 when moving forward is preferably set to the counterclockwise direction (CCW), which is the opposite direction to the forward movement direction, from the standpoint of improving the energy consumption efficiency of the front wheel electric motor M1 (see Figure 36). It is also confirmed that in this embodiment, the rotation direction of the vibration generating shaft 130 when moving backward is preferably set to the clockwise direction (CW), which is the opposite direction to the reverse movement direction, from the standpoint of improving the energy consumption efficiency of the front wheel electric motor M1 (see Figure 35).

[0187] Also, if the switching method is set to "manual" in step S21 (step S21→No), the process proceeds to step S26. In step S26, the operator OP determines the rotation direction of the vibration excitation shaft 130 in manual mode.

[0188] Specifically, for example, the operator OP may set the rotation direction of the vibration shaft 130 to the opposite direction to the rotation direction of the roll 111 from the viewpoint of improving the energy consumption efficiency of the front wheel electric motor M1, or may set the rotation direction of the vibration shaft 130 to the same direction as the rotation direction of the roll 111 from a viewpoint other than improving the energy consumption efficiency. In this way, the operator OP can selectively switch the rotation direction of the vibration shaft 130 depending on the work site.

[0189] Next, in step S27, the control unit 3 determines whether the vehicle key is in the OFF state. If the vehicle key is in the OFF state (step S27 → Yes), the switching control process ends, and if the vehicle key is in the ON state (step S27 → No), the process returns to step S21.

[0190] In steps S24 and S25, the control unit 3 may set the rotation direction of the vibration generating shaft 130 during forward travel to a clockwise direction (CW), which is the same as the forward travel direction, from a viewpoint other than improving the energy consumption efficiency of the front wheel electric motor M1. In addition, in steps S24 and S25, the control unit 3 may set the rotation direction of the vibration generating shaft 130 during reverse travel to a counterclockwise direction (CCW), which is the same as the reverse travel direction, from a viewpoint other than improving the energy consumption efficiency of the front wheel electric motor M1.

[0191] Furthermore, in this embodiment, in steps S22 and S23, the presence or absence of rotation of the roll 111 and the rotation direction of the roll 111 are detected by the rotation sensor S, but this is not limited to this. For example, the presence or absence of rotation of the roll 111 and the rotation direction of the roll 111 may be detected by a potentiometer 31 (see FIG. 4) that detects the tilt angle of the forward / reverse lever 17.

[0192] In this embodiment, the rotation direction of the vibration shaft 130 can be selectively switched as needed depending on the rotation direction of the roll 111 and the work site. This makes it possible to reduce energy consumption and easily change the degree of compaction depending on the work site.

[0193] Furthermore, in this embodiment, depending on the material and gradient of the paved road surface, the rotation direction of the roll 111, and the rotation direction of the vibration shaft 130, it is possible to roll the paving material so that it is rolled in when compacting the paved road surface, thereby improving the finish of the road surface after compaction depending on the work site.

[0194] Furthermore, in this embodiment, the rotation direction of the vibration generating shaft 130 can be automatically controlled to be switched relative to the rotation direction of the roll 111. This improves operability.

[0195] This embodiment also includes a rotation sensor S that detects the rotation direction of the roll 111, and a control unit 3 to which a detection signal from the rotation sensor S is input. This allows the control unit 3 to switch the rotation direction of the vibration excitation shaft 130 by automatic control.

[0196] Furthermore, in this embodiment, when the roll 111 moves forward or backward, the control unit 3 determines the rotation direction of the rotation shaft based on the detection signal from the rotation sensor S, and outputs a switching signal to switch the rotation direction of the vibration generating shaft 130. This allows the rotation direction of the vibration generating shaft 130 to be switched stably.

[0197] Furthermore, as in this embodiment, the vibration inverter J4 (switching means) may switch the rotation direction of the vibration generating shaft 130 so that the rotation direction of the roll 111 and the rotation direction of the vibration generating shaft 130 are opposite to each other. This is thought to reduce energy consumption during vehicle travel in response to the reaction force generated from the ground surface when the paved road surface is compacted. As a result, in this embodiment, the operating time of the electric roller 1 can be extended compared to conventional methods.

[0198] Furthermore, in this embodiment, the vibration inverter J4 (switching means) may be configured so that the rotation direction of the vibration shaft 130 is manually switched by an operator relative to the rotation direction of the roll 111. This allows the rotation direction of the vibration shaft 130 to be selectively switched as appropriate according to the work site, by operation of the operator OP.

[0199] In this embodiment, an electric roller 1 is used as a "vibration roller," but this is not limited to this and may also be applied to, for example, a hydraulic roller driven by hydraulic equipment such as a hydraulic motor or hydraulic pump.

[0200] Although the embodiment of the present invention has been described above, appropriate design changes are possible within the scope of the present invention. For example, in this embodiment, the present invention is applied to a case where only the front wheel R1 is vibrated, but if both the front wheel R1 and the rear wheel R2 are vibrated, the present invention may be applied to each wheel. [Explanation of symbols]

[0201] 1 Electric Roller 3. 3D control section 111 rolls 130 Excitation axis J4 Vibration inverter (switching means) M1 Front wheel electric motor R1 Front wheel (compaction wheel) CW Clockwise CCW Counterclockwise

Claims

1. a rolling wheel provided rotatable in the front-rear direction of the vehicle around a rotation axis; a vibration mechanism that vibrates the rolling wheel around a vibration axis as a rotation center; a switching means for switching the rotation direction of the vibration generating shaft relative to the rotation direction of the rolling wheel; A vibrating roller comprising:

2. 2. The vibratory roller according to claim 1, The vibratory roller is characterized in that the switching means automatically controls the rotation direction of the vibration generating shaft relative to the rotation direction of the rolling wheel.

3. 3. The vibratory roller according to claim 2, a rotation sensor for detecting the rotation direction of the roller; a control unit to which a detection signal from the rotation sensor is input; A vibrating roller comprising:

4. 4. The vibratory roller according to claim 3, A vibratory roller characterized in that the control unit determines the rotation direction of the rotating shaft based on the detection signal from the rotation sensor when the rolling wheel moves forward and backward, and outputs a switching signal to the switching means to switch the rotation direction of the vibration shaft.

5. 5. The vibratory roller according to claim 4, The vibratory roller is characterized in that the switching means switches the rotation direction of the rolling wheel and the rotation direction of the vibration generating shaft so that they are opposite to each other.

6. 2. The vibratory roller according to claim 1, A vibratory roller characterized in that the switching means allows an operator to manually switch the rotation direction of the vibration generating shaft relative to the rotation direction of the rolling wheel.

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