EP4515037A1 - Finisseuse d'asphalte coulé - Google Patents

Finisseuse d'asphalte coulé

Info

Publication number
EP4515037A1
EP4515037A1 EP23724215.1A EP23724215A EP4515037A1 EP 4515037 A1 EP4515037 A1 EP 4515037A1 EP 23724215 A EP23724215 A EP 23724215A EP 4515037 A1 EP4515037 A1 EP 4515037A1
Authority
EP
European Patent Office
Prior art keywords
mastic asphalt
chassis
grit
bunker
cylinder
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23724215.1A
Other languages
German (de)
English (en)
Inventor
Urs Steiner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Weibel Ag
Original Assignee
Weibel Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Weibel Ag filed Critical Weibel Ag
Publication of EP4515037A1 publication Critical patent/EP4515037A1/fr
Pending legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
    • E01C19/48—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for laying-down the materials and consolidating them, or finishing the surface, e.g. slip forms therefor, forming kerbs or gutters in a continuous operation in situ
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
    • E01C19/22—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for consolidating or finishing laid-down unset materials
    • E01C19/42—Machines for imparting a smooth finish to freshly-laid paving courses other than by rolling, tamping or vibrating
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
    • E01C19/12—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for distributing granular or liquid materials
    • E01C19/21—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for distributing granular or liquid materials for simultaneously but separately applying liquid material and granular or pulverulent material, e.g. bitumen and grit, with or without spreading ; for filling grooves and gritting the filling

Definitions

  • the invention relates to mastic asphalt pavers for producing traffic areas on a surface, comprising at least one chippings bunker with a chippings discharge device; a first chassis arrangement with a first chassis and a first chassis drive and a second chassis arrangement with a second chassis and a second chassis drive, which are arranged at opposite ends of the grit bunker with respect to an x-direction; wherein the first chassis arrangement comprises a first leg, which is pivotally connected to the grit bunker via a first end about a first vertical leg axis and is connected to the first chassis via a second end; and wherein the first chassis can be moved in the vertical direction relative to the grit bunker via a first lifting device, in particular a first leveling cylinder; and wherein the first chassis arrangement comprises a first pivoting device, in particular a first strut cylinder, which is arranged between the grit bunker and the first leg in such a way that the first leg can be pivoted relative to the grit bunker and in particular statically fixed
  • Mastic asphalt coverings are preferred for roads with high traffic loads, especially for engineering structures such as bridges and tunnels on motorways, because mastic asphalt has special advantages over other building materials.
  • the mastic asphalt has high bending tensile strength, great extensibility and elasticity. Furthermore, it is largely impermeable and therefore insensitive to water, acids and other environmental influences, so that it has a very long service life compared to rolled asphalt.
  • special installation machines are required, so-called mastic asphalt pavers. Such devices have long been known from the prior art.
  • mastic asphalt is applied to a substrate and then grit is scattered onto the mastic asphalt surface.
  • the object of the invention is to create a mastic asphalt paver belonging to the technical field mentioned at the outset, with which a mastic asphalt pavement can be manufactured particularly precisely and efficiently even when space is limited.
  • the mastic asphalt paver comprises a leveling control device, with which the first lifting device, in particular the first leveling cylinder, based on a measurement variable on the first lifting device and / or on the first pivoting device, in particular on the first strut cylinder, in particular based on a pressure in the first leveling cylinder and / or a pressure in the first strut cylinder, can be controlled in order to compensate for deformations on the mastic asphalt paver (1).
  • the mastic asphalt paver comprises a leveling control device, with which the first leveling cylinder is controlled based on a measurement variable on the first leveling cylinder and / or on the first strut cylinder, in particular based on a pressure in the first leveling cylinder and / or a pressure in the first strut cylinder, in order to prevent deformations on mastic asphalt paver (1).
  • the grit bunker of the mastic asphalt paver is aligned in an x-direction, the y-direction, which is oriented at right angles to it, forms the basic direction in which the mastic asphalt is installed.
  • the screed tool is typically aligned in such a way that it has a transverse slope or a “stitch” (change in transverse slope).
  • the installation plane is therefore not parallel to the defined x-y plane of the machine coordinate system.
  • the z direction is again perpendicular to the xy plane and points in the direction of the installed covering thickness.
  • the first lifting device acts, for example, in the z direction, while the first pivoting device acts in the xy plane.
  • the cross slope change of the screed tool is again in the x-z plane.
  • the effective installation direction y' typically does not exactly correspond to the Y direction of the mastic asphalt paver, but is rotated to the y direction by, for example, an angle of 10°.
  • the mastic asphalt paver includes a first chassis arrangement with a first chassis and a first chassis drive and a second chassis arrangement with a second chassis and a second chassis drive, which are arranged at opposite ends of the grit bunker with respect to the x-direction.
  • the first chassis arrangement comprises a first leg, which is connected to the grit bunker via a first end so as to be pivotable about a first vertical leg axis and is connected to the first chassis via a second end.
  • the first chassis is connected via a first lifting device, in particular a first leveling cylinder, relative to the grit bunker in the vertical direction, i.e. H. movable in the z direction.
  • a first lifting device in particular a first leveling cylinder
  • the first chassis arrangement comprises a first pivoting device, in particular a first strut cylinder, which is arranged between the grit bunker and the first leg in such a way that the first leg can be pivoted relative to the grit bunker and in particular statically fixed by actuating the first pivoting device.
  • a first pivoting device in particular a first strut cylinder
  • Strut cylinders and leveling cylinders are understood to mean cylinder actuators, which are preferably hydraulically actuated. Alternatively, spindle drives, pneumatic cylinders, etc. can also be provided.
  • a particularly large distance in the x direction must be bridged with the mastic asphalt paver. Because a freshly created mastic asphalt pavement may not be subjected to heavy loads, the mastic asphalt paver cannot be supported in order to relieve the mastic asphalt paver along the x-direction.
  • the grit bunkers currently have a large mass when filled and a correspondingly smaller mass when emptied. The mass of the grit bunker therefore changes due to the filling level during the installation of the asphalt surface. The change in this mass results in the grit bunker deforming elastically.
  • This deformation can be determined based on measurement data from the first lifting device and the first pivoting device, in particular based on measured forces in the first lifting cylinder and in the first strut cylinder become. Based on the measured data, the height of the lifting cylinder can finally be corrected in such a way that the change in the mass of the grit bunker can be compensated for. This allows the elastic lowering of the grit bunker to be compensated for. This enables the mastic asphalt to be installed evenly without the help of other reference systems such as rails, 3D models of the installation area, tensioned wires and the like.
  • a deformation of the grit bunker is determined based on a tracking force of the first chassis measured via the first leveling cylinder and/or based on a measurement variable on the first strut cylinder, and the first leveling cylinder is controlled in such a way that the deformation is compensated for.
  • the slip between the tracks and the ground also creates horizontal forces that are transferred to the grit bunker through the legs and strut cylinders.
  • the forces can now be measured in the strut cylinder and the forces can be minimized by changing the speed and/or an impact of the crawler tracks. This means that the elastic deformation of the grit bunker can be kept small and easily corrected so that the screed tool installs the mastic asphalt at the desired height. Correcting the strut forces can also be dispensed with if necessary.
  • the first chassis arrangement preferably comprises exactly one first crawler chassis with a first main direction of travel, which is arranged in front of the grit bunker with respect to the first main direction of travel.
  • the second undercarriage arrangement preferably comprises a second crawler undercarriage with a second main direction of travel, which is arranged in front of the grit bunker with respect to the second main direction of travel, and wherein the second undercarriage arrangement comprises a third crawler undercarriage with a third main direction of travel, which is arranged behind the grit bunker with respect to the third main direction of travel.
  • the main direction of travel also refers to the installation direction for the mastic asphalt.
  • the mastic asphalt paver can only include a chassis arrangement on one end face of the grit bunker, while another guide can be provided on the opposite end face, which in particular can also be constructed relatively simply (e.g. a guide carriage with or without your own drive, a semi-trailer of a truck, etc.).
  • the mastic asphalt paver preferably includes a crawler chassis on one side with respect to the x-direction, which is arranged in front of the grit bunker with respect to the y-direction.
  • the mastic asphalt paver preferably comprises a second crawler chassis and a third crawler chassis, which are arranged in front of and behind the chippings bunker with respect to the y-direction. This creates a mastic asphalt paver which can be essentially flush with a side wall on the side of the first crawler chassis, i.e. H. No additional track is required on this side outside the installation area for the crawler chassis.
  • it can be used to pave asphalt right up to a guardrail or a boundary wall.
  • This is made possible by the fact that the first crawler track runs on the surface to be asphalted, while the second and third crawler tracks run on the opposite track next to the surface to be asphalted.
  • This results in shorter construction times because there is no need to subsequently install an asphalt strip on the track.
  • a higher quality of the road surface is achieved because the road surface can be installed with fewer longitudinal joints.
  • it can even be used to achieve seamless installation, for example directly along a wall.
  • the torsional force is preferably determined by measuring the forces in the first leveling cylinder and/or the first strut cylinder.
  • the first leveling cylinder is controlled in such a way that a Change in height of the screed tool is corrected. This means that a particularly well-planned mastic asphalt surface can be achieved.
  • elastic deformation of the grit bunker is further reduced by controlling the first chassis drive and/or the second chassis drive.
  • the elastic deformation of the grit bunker is reduced by controlling all of the crawler tracks. In some variants this can also be omitted.
  • the basic equipment of the mastic asphalt paver preferably includes four crawler undercarriages, two of which are arranged in front of the chippings bunker in the main direction of travel and two more behind the chippings bunker in relation to the main direction of travel.
  • a road surface can also be asphalted with the mastic asphalt paver - however, a track for the crawler tracks is required on both sides of the surface to be asphalted in order to enable installation close to the edge or flush with the wall.
  • one of the two crawler undercarriages which are arranged behind the grit bunker in relation to the main direction of travel, can either be dismantled or raised using the leveling cylinder to such a level that this crawler undercarriage is freely in the air (without contact with the ground).
  • at least the third crawler chassis and the fourth crawler chassis can be detachably connected to the grit bunker.
  • the mastic asphalt paver can also include four crawler tracks, two of which are arranged in the y-direction in front of the grit bunker and two in the y-direction behind the grit bunker.
  • the mastic asphalt paver preferably comprises a second and a third leg, wherein a. the second leg is pivotally connected to the grit bunker via a first end of the second leg about a second vertical leg axis and is connected to the second crawler chassis via a second end; and where b. the third leg is pivotally connected to the grit bunker via a first end of the third leg about a third vertical leg axis and is connected to the third crawler chassis via a second end; where c. in particular the second crawler chassis and the third crawler chassis can be moved relative to the grit bunker in the vertical direction, ie in the z-direction, via a second leveling cylinder and a third leveling cylinder; and where d.
  • a second strut cylinder between the grit bunker and the second leg and a third strut cylinder between the grit bunker and the third leg are arranged in such a way that the second leg or the third leg is pivoted relative to the grit bunker and in particular statically fixed by actuation of the second strut cylinder or the third strut cylinder is, and where e.
  • the second leveling cylinder and / or the third leveling cylinder can be controlled based on a measurement variable on the first leveling cylinder, on the second leveling cylinder, on the third leveling cylinder, on the first strut cylinder, on the second strut cylinder and / or on the third strut cylinder, the measurement variable in particular a pressure in the hydraulic cylinders.
  • the first crawler undercarriage is mounted on the first leg so that it can rotate about a z-axis, in particular so that it can be rotated by a motor.
  • the first crawler chassis can be rotated about the z-axis regardless of the position of the first leg, especially when the first leg is in a fixed position relative to the grit bunker.
  • all of the crawler tracks can be pivoted independently of one another over the legs and rotated about the z-axis relative to the leg.
  • the mastic asphalt paver preferably comprises three crawler tracks, each of which is pivotally connected to the chippings bunker via a leg in the xy plane, whereby the legs can each be pivoted via a strut cylinder. All crawler undercarriages are further adjustable in height relative to the grit bunker, in particular relative to the leg, via a leveling cylinder.
  • the first leg and the second leg have a shorter length than the third leg.
  • the first crawler chassis or the second crawler chassis can be pivoted by a smaller radius than the third crawler chassis via the first leg or the second leg.
  • This constellation is particularly advantageous when operating with three crawler tracks for reasons of stability.
  • all legs can also be of the same length or the first and/or second leg can be longer than the third leg.
  • Each crawler chassis can therefore be controlled individually. Due to the legs, which have two spaced pivot axes aligned in the z direction, the crawler undercarriages can be easily arranged in front of the grit bunker or next to the grit bunker, essentially by actuating the corresponding strut cylinder. In particular, this enables the arrangement in which the first crawler chassis is arranged in front of the grit bunker and the second and third crawler chassis are arranged next to the grit bunker in order to enable the mastic asphalt to be installed flush with the wall. Furthermore, a lateral distance between the crawler chassis and the grit bunker can be controlled so that the crawler chassis does not have to follow exactly the surface to be asphalted (e.g. the crawler chassis can thus avoid obstacles, etc.).
  • the crawler tracks can be positioned in such a way that the mastic asphalt paver can be moved in all directions.
  • the crawler tracks can all be aligned with the main directions of travel in the x direction, which means that the mastic asphalt paver has a particularly shallow depth.
  • the mastic asphalt paver can be loaded onto a deep vehicle for transfer without exceeding a maximum loading width. The implementation and This makes loading particularly efficient and easy by moving the mastic asphalt paver in the x direction.
  • the pivoting leg can also be dispensed with, especially in the case of the tracked undercarriages at the rear in the y-direction.
  • the strut cylinders can also be dispensed with; instead, for example, several different struts with a fixed length can be provided. Further modifications are known to those skilled in the art.
  • the first crawler chassis can be tilted about at least one tilting axis oriented transversely to the main direction of travel and / or oriented in the main direction of travel.
  • the crawler undercarriage comprises a cardan joint, which is arranged within a caterpillar of the crawler undercarriage.
  • the tilt axes are preferably in the xy plane. This means that unevenness in the subsurface can be better absorbed, which in turn means that the stability of the mastic asphalt paver can be optimized and the ground pressure on the support surface is constant.
  • this is intended to ensure that the crawler chassis rests as fully as possible on the ground and that the contact pressure is optimally distributed within the standing area.
  • the advantage of arranging the cardan joint within the caterpillar is that the articulation point of the caterpillar undercarriage remains above the support surface, which means that no “kink foot” can arise. In variants the tilting axes can also be omitted.
  • the multiple grit bunker elements can also be dispensed with.
  • the torsionally rigid design of the grit bunker can also be achieved in other ways.
  • a distance caused by the bearing block between the first splitting roller element and the second splitting roller element is less than 10 mm, in particular approximately 8 mm. Due to the particularly small distances between the splitting roller elements, a particularly homogeneous spreading pattern with splitting is achieved. This in turn promotes surplus-free splitting.
  • the splitting roller can be driven with a splitting roller speed between 0.06 rpm (revolutions/minute) to 10 rpm, preferably via a servo motor.
  • the particularly low speed enables a particularly slow removal of chippings. If an asphalt delivery is delayed while the mastic asphalt paver is in operation, the paving speed of the mastic asphalt paver can be reduced to avoid paving interruptions until the next batch of asphalt. This ensures an even asphalt surface.
  • the particularly low speed enables particularly slow installation of the mastic asphalt.
  • the use of the servo motor enables particularly precise, adjustable grit discharge. This means that (in addition to other measures, see above) the chippings discharge can be optimized so that chipping can be carried out without excess, even at variable paving speeds.
  • a desired street cross-section can be set or continuously updated in the process.
  • a cross-sectional shape can also be changed during operation, for example from a one-sided slope to a roof slope.
  • the adjustments can also be used to precisely maintain a desired road cross-section - the shape of the screed tool can change due to load fluctuations (fill level and therefore mass of the grit bunker, temperature, etc.). Such changes in shape can thus be corrected.
  • the first chassis is controlled based on the support reaction in the leveling cylinder and/or in the strut cylinder and in particular based on a target value of a screed tool distance from the subsurface in such a way that the screed tool maintains a predetermined position relative to the subsurface.
  • This allows a particularly uniform and project-specific surface of the mastic asphalt to be achieved.
  • the project-related height control takes place via the leveling cylinder.
  • other control techniques are also known to those skilled in the art in order to maintain a predetermined position of the screed tool relative to the ground.
  • the plank tool preferably comprises at least two plank elements, which are arranged one behind the other in the x-direction and are connected to one another in an articulated manner in such a way that a shape of the plank tool in the xz plane corresponds to a polygon.
  • the articulated connection is designed in particular in such a way that the smoothing surface is continuous without any steps.
  • the plank tool is therefore preferably designed in several parts, so that a desired road profile or a desired road cross-section can be set with the several spindles.
  • a polygon can be set that corresponds to the desired one Street cross section corresponds.
  • Such street cross sections are known to those skilled in the art.
  • the road cross-section is typically chosen in such a way that drainage is guaranteed (bank slope, etc.).
  • the at least two plank elements can also be dispensed with.
  • the planking tool can also be designed in one piece or only mounted in a partial area below a wider grit bunker.
  • the screed element is held on the grit bunker via a pendulum support, with a pendulum axis of the pendulum supports being aligned in the y-direction, whereby a change in length due to thermal expansion of the screed tool in the x-direction can be accommodated.
  • the pendulum support particularly preferably comprises two pendulum axes, which are arranged parallel to one another. The pendulum support is attached to the telescopic spindle.
  • the pendulum supports can also be omitted.
  • Other techniques for absorbing the thermal expansion of the screed tool are known to those skilled in the art.
  • the mastic asphalt paver preferably further comprises a blade distributor with a blade that can be moved in the x-direction, the height of the blade being automatically adjustable in such a way that a distance to the ground can always be kept positive, in particular essentially constant, in particular at around 20 mm up to 40 mm, preferably at 10 mm to 20 mm.
  • the height of the blade distributor can, for example, be adjusted based on the street cross section.
  • the height of the blade distributor can also be adjusted to the geometry and height of the screed tool.
  • the advantage is that the automatically height-adjustable blade distributor can be used to follow the cross-section of the road.
  • the known blade spreaders there is a risk that they are too far away from the subsurface and thus segregate the mastic asphalt.
  • the automatic adjustment of the blade distributor can also be dispensed with.
  • the mastic asphalt paver preferably further comprises an extensor screed, an inclination and a height of the extensor screed being adjustable, preferably via a spindle drive, particularly preferably motorized.
  • the extensor screed is extended or retracted laterally in the x direction in order to follow the edge of the road flush.
  • the inclination and height of the extender screed can be changed using the outermost spindle and adjusted to the height of the roadside. This eliminates the need for manual rework behind the paver. An edge zone and joint that does not require any further processing is of better quality.
  • the outermost spindle is preferably activated via remote-controlled electric motors. Operation is preferably carried out via a control panel, which also controls the paving width.
  • the extensor plank can also be dispensed with. The extensor plank does not necessarily have to be automatically adjustable.
  • the mastic asphalt paver preferably further comprises a drive unit which can be releasably attached to the front of the first chassis arrangement or the second chassis arrangement with respect to a y-direction and to opposite ends of the grit bunker with respect to the x-direction.
  • the drive unit (e.g. a generator) can thus be attached to different positions depending on the clearance conditions, for example lengthwise in front of one of the front crawler tracks, on one of the basic elements of the grit bunker or on one of the side end walls of the grit bunker.
  • the position of the drive unit can therefore be selected as required.
  • the drive unit can, for example, be mounted in such a way that the personnel can circulate freely around the mastic asphalt paver.
  • the drive unit can be positioned in such a way that the transport height for road transport is maintained at 4 m.
  • the drive unit can also be mounted in exactly one place.
  • the first leg of the mastic asphalt paver comprises a first joint, which forms the first vertical leg axis, and wherein a support cylinder is arranged coaxially to the joint, in particular within the joint, which can be extended in the z-direction in order to raise the grit bunker.
  • the mastic asphalt paver further comprises a second, third or fourth joint, which form the second, third or fourth vertical leg axis, and a support cylinder is arranged coaxially with the second, third or fourth joint, in particular within the second, third or fourth joint which can be extended in the z-direction to raise the grit bunker.
  • the mastic asphalt paver preferably comprises a distance sensor for determining a length profile of the subsoil, wherein a measured height of the distance sensor is corrected based on a calculated, elastic deformation of the mastic asphalt paver.
  • the distance sensor is used to record data at regular intervals during operation in order to maintain the planned height of the asphalt surface.
  • the height of the screed tool is preferably controlled based on the length profile of the subsoil in such a way that unevenness in the subsoil is compensated for by varying the height of the screed tool above the subsoil.
  • a leveling beam each with a distance sensor, at opposite ends of the screed tool or the grit bunker with respect to the x direction.
  • the distance sensor can be designed, for example, as an ultrasonic sensor, laser sensor or the like. This is used to measure the distance to the installation base (in the track of the caterpillar) in order to record a longitudinal profile of the base during installation. The information from the longitudinal profile is used to control the height of the leveling cylinders in order to ultimately optimize the longitudinal evenness of the installed mastic asphalt surface.
  • Elastic deformations of the mastic asphalt paver have an influence on the measurement of the distance and the height of the screed tool. These influences must be corrected in order to achieve particularly good longitudinal evenness of the installed mastic asphalt surface.
  • a measurement of the distance to the base is carried out more than 1 time per meter, preferably more than 5 times per meter, in particular at least 10 times per meter. In variants, the measurement can also be carried out less than once per meter.
  • the leveling beam is aligned in the y direction.
  • the leveling beam is preferably connected to a leveling cylinder, or rather to both leveling cylinders, in such a way that the inclination of the leveling beam to the base remains constant.
  • the leveling beam can also be aligned with a constant inclination to one leg.
  • the leveling beam can be mounted on the side with a crawler chassis on the front wall of the grit bunker and/or on the leveling cylinder. Due to the elastic deformation (e.g. due to a change in the amount of grit in the grit bunker, variable force in the strut cylinder, etc.), the measured distance signal is preferably corrected.
  • the screed tool is preferably pivoted relative to the main direction of travel of the mastic asphalt paver by an angle of more than 5°, preferably more than 10°, in order to promote the transport of mastic asphalt transversely to the installation direction or the main direction of travel, the angle being continuous, in particular when a street inclination changes will be changed.
  • the installation direction Y' typically does not exactly correspond to the Y direction, but is pivoted to the Y direction by the said angle.
  • the mastic asphalt is preferably distributed via a blade distributor or a screw conveyor.
  • the blade distributor can be moved along the X direction and is designed to distribute the mastic asphalt transversely to the installation direction.
  • the fact that the installation direction Y' is pivoted to the Y direction favors this distribution. It is clear to those skilled in the art that the angle can also be less than 5°. In particular, the angle can also be zero.
  • a macro-texture of the mastic asphalt covering is preferably smoothed.
  • the post-smoothing can Example done using rollers or the like. In some variants, post-smoothing can also be omitted.
  • Fig. 1 is a schematic representation of a side view of a
  • Fig. 2 is a schematic representation of a top view of one
  • Fig. 3 is a schematic representation of a top view of one
  • Fig. 4 is a schematic representation of a top view of one
  • Fig. 5 is a schematic representation of a top view of one
  • Fig. 6 is a schematic representation of a top view of one
  • Fig. 7 is a schematic representation of a top view of one
  • Fig. 8 is a schematic representation of a side view of a
  • 9 is a schematic representation of a side view of a screed tool; 10 shows a schematic representation of a cross section along a longitudinal axis of a splitting roller;
  • FIG. 11 shows a schematic representation of a side view of a grit bunker with the grit roller
  • FIG. 12 is a schematic representation of a sectional view along line AA of FIG. 10;
  • Fig. 13 is a schematic representation of a side view of a crawler chassis with a cardan joint
  • Fig. 14 is a schematic representation of a front view of a crawler chassis with a universal joint.
  • Figure 1 shows a schematic representation of a side view of a mastic asphalt paver 1.
  • the y-direction (arrow) denotes the installation direction, while the z-direction (arrow) denotes the vertical.
  • the mastic asphalt paver 1 includes a grit bunker 50 in which the grit is received.
  • the grit bunker includes a grit roller 70 through which the grit is discharged. For this purpose, the splitting roller 70 is rotated.
  • the mastic asphalt paver 1 also includes a screed tool 60 with which the mastic asphalt is distributed and smoothed.
  • the mastic asphalt paver 1 includes a chassis arrangement at opposite ends of the grit bunker 50. The chassis arrangement with the chassis 20 and 30 can be seen in Figure 1.
  • the undercarriage 20 comprises a crawler undercarriage 25, which is rotatably connected to a leveling cylinder 22 aligned in the z direction via a slewing ring 24 about a z direction.
  • the leveling cylinder 22 is pivotally connected to the grit bunker 50 via a leg 21.
  • a strut cylinder 23 connects the leveling cylinder 22 with the grit bunker 50. By actuating the strut cylinder 23, the leveling cylinder 22 with the crawler chassis 25 can be pivoted relative to the grit bunker.
  • the undercarriage 30 similarly includes a crawler undercarriage 35, which is rotatably connected to a leveling cylinder 32 aligned in the z direction via a slewing ring 34 about a z-direction.
  • the leveling cylinder 32 is pivotally connected to the grit bunker 50 via a leg 31.
  • a strut cylinder 33 connects the leveling cylinder 32 to the grit bunker 50.
  • the leveling cylinder 32 with the crawler chassis 35 can be pivoted relative to the grit bunker.
  • By actuating the leveling cylinders 22 or 32 a height of the grit bunker 50 and thus the screed tool 60 can be adjusted.
  • the joint between the leg 31 or 41 and the grit bunker 50 each comprises a support cylinder 26 or 36 or 16 or 46.
  • the grit bunker 50 can be raised together with the running gear ensure that the undercarriages are no longer in contact with the ground. This is particularly advantageous if the chassis are to be aligned for the operation of the mastic asphalt paver 1. With the extended support cylinders, this is possible particularly efficiently, in particular without the grit bunker 50 having to be moved.
  • FIG. 1 shows a schematic Representation of a top view of a mastic asphalt paver 1.
  • the other chassis 10 and 40 can be seen here.
  • the undercarriage 10 includes a crawler undercarriage 15, which is rotatably connected to a leveling cylinder 12 aligned in the z direction via a slewing ring 14 about a z direction.
  • the leveling cylinder 12 is pivotally connected to the grit bunker 50 via a leg 11.
  • a strut cylinder 13 connects the leveling cylinder 12 with the grit bunker 50. By actuating the strut cylinder 13, the leveling cylinder 12 with the crawler chassis 15 can be pivoted relative to the grit bunker.
  • the undercarriage 40 similarly includes a crawler undercarriage 45, which is connected to a leveling cylinder 42 aligned in the z direction via a slewing ring 44 so that it can rotate about a z direction.
  • the leveling cylinder 42 is pivotally connected to the grit bunker 50 via a leg 41.
  • a strut cylinder 43 connects the leveling cylinder 42 with the grit bunker 50. By actuating the strut cylinder 43, the leveling cylinder 42 with the crawler chassis 45 can be pivoted relative to the grit bunker.
  • the legs 11, 21, 31 and 41 are each articulated in corner areas of the grit bunker.
  • the legs 31 and 41 are longer than the legs 11 and 21. This ensures stability when operating on three crawler tracks, in which case one of the running gears 30 and 40 is either removed or raised.
  • the strut cylinders can be mounted in two arrangements - the strut cylinder 43 is, for example, attached to the back of the grit bunker 50, while the strut cylinder 33 is attached to the front.
  • the strut cylinders 13 and 23 can be connected to either the front or the end face of the grit bunker 50. This increases the radius of action of the legs, in particular to 180° or more.
  • the strut cylinders 33 and 43 can be connected to either the front or the end face of the grit bunker 50 in order to increase the radius of action.
  • the legs 11, 21, 31 and 41 can also be moved with the corresponding crawler tracks without having to use the corresponding strut cylinder.
  • the crawler track can be aligned tangentially to the circular path described by the leg.
  • the leg angle can be changed by moving the crawler track.
  • the maneuver can be facilitated by reducing the tracking force of the crawler chassis using the leveling cylinder assigned to the crawler chassis. This can be particularly helpful if a strut of a leg is to be attached from the front to the front or back.
  • the legs can also be easily aligned with a stationary grit bunker for the use of the mastic asphalt paver, but also for moving or loading it.
  • the reduction of the tracking force or the complete lifting of the crawler tracks 10, 20, 30 and 40 can also be carried out via the support cylinders 16, 26, 36 and 46 already mentioned above.
  • the mastic asphalt paver 1 By actuating the leveling cylinders 12, 22, 32 and 42, a height of the grit bunker 50 and thus the screed tool 60 can be adjusted.
  • the present construction of the mastic asphalt paver 1 enables a particularly flexible arrangement of the crawler tracks 15, 25, 35 and 45, which means that the mastic asphalt paver 1 can be converted into a particularly compact configuration for moving.
  • the mastic asphalt paver 1 is also particularly maneuverable on the construction site and can therefore be used well even in relatively tight spaces.
  • the mastic asphalt paver 1 is shown in a further simplified form in a top view in order to illustrate the possible arrangements of the chassis 10, 20, 30 and 40.
  • FIG. 3 shows a schematic representation of a top view of a mastic asphalt paver 1 with three crawler undercarriages 10, 20 and 30. In this configuration, the undercarriage 40 is dismantled.
  • the chassis 10 runs in front of the grit bunker 50 in the y-direction, while the chassis 20 and 30 are positioned in such a way that they are arranged next to the grit bunker in the y-direction.
  • the mastic asphalt paver 1 can pave asphalt flush against the wall 100.
  • the mastic asphalt paver can include an extensor screed, which can be variably adjusted in the x-direction. This means that variations in the overall width can be continuously accommodated.
  • extensor planks are known to those skilled in the art and can, for example, cover an area in the x-direction of around 80 cm. In this case, the height and inclination of the extensor plank can be adjusted manually or automatically.
  • the arrangement of the chassis 10, 20, 30 and 40, in particular the legs results in particularly diverse arrangements with which the mastic asphalt paver 1 can be moved essentially in any direction in any situation.
  • FIG. 5 shows a schematic representation of a top view of a mastic asphalt paver 1 in a constellation for cornering.
  • the chassis 10 is turned more strongly than the chassis 20 and 30, since the chassis 10 has a smaller distance to the corner of the curve and thus a smaller curve radius.
  • the corresponding calculations for controlling the undercarriages 10, 20, 30 and possibly 40 are known to those skilled in the art.
  • exactly one chassis, preferably the chassis 10 in the present case is set as the master and controlled accordingly, with the other chassis following the master as slaves.
  • Figure 6 shows a schematic representation of a top view of a mastic asphalt paver 1 in a constellation for rotation in place, with the chassis being arranged tangentially to a circular path.
  • the landing gear can, but does not have to, follow the same circular path.
  • the control can be programmed in such a way that the curve radius and the curve center are defined depending on the steering angle of the master for a rotation on site or a curve. The control then calculates the alignment of the other chassis.
  • the forces occurring in the strut cylinders 13, 23, 33 (and possibly 43) are continuously monitored. Forces occurring in the strut cylinders are reduced or minimized by adjusting the speed of the corresponding chassis and/or by adjusting the alignment of the chassis.
  • the mastic asphalt paver 1 further comprises a leveling control device (not shown), with which the leveling cylinders 12, 22, 32 (and possibly 42) are controlled based on the measured force in the leveling cylinders 12, 22, 32 (and possibly 42) and the strut cylinders 13 , 23, 33 (and possibly 43) can be controlled.
  • a leveling control device not shown
  • the forces in the strut cylinders 13, 23 and 33 are to be kept as small as possible in order to keep the deformations of the grit bunker 5 generated as low as possible and the height of the plank tool 60 as possible to keep constant.
  • FIG. 7 further shows a schematic representation of a top view of a mastic asphalt paver 1 in a constellation for moving the mastic asphalt paver 1.
  • All chassis 10, 20, 30 and 40 are aligned in the x direction, the legs lie as far as possible laterally on the grit bunker so that the mastic asphalt paver 1 is dimensioned as compactly as possible and can therefore be loaded onto a deep vehicle.
  • the width is preferably dimensioned such that the depth is within the tolerance for driving without special requirements.
  • FIG 8 shows a schematic representation of a side view of a mastic asphalt paver 1 with a leveling beam 80 and a distance sensor 81.
  • a second leveling beam with another distance sensor is attached (not shown).
  • the distance sensors are used to measure the distance to the installation base (in the track of the crawler tracks) and a longitudinal profile of the base is recorded during installation.
  • the information from the longitudinal profile is used to control the height of the leveling cylinders in order to ultimately optimize the longitudinal evenness of the installed mastic asphalt surface.
  • control of the leveling cylinders also takes into account the local unevenness at the location of the caterpillar and, in particular, elastic deformations of the mastic asphalt paver.
  • the latter arise in particular due to the torsion of the grit bunker due to different influences:
  • the distance to the base is measured every 10 cm.
  • the leveling beam is mounted on the two leveling cylinders, ie on the area fixed to the grit bunker 50. During installation, the inclination of this leveling beam remains constant relative to the project axis or, if necessary, this is mathematically corrected in the measured distance value in order to obtain the effective length profile in the track of the caterpillar ( 101).
  • the leveling beam 80 is mounted on the front wall of the grit bunker 50 and on the leveling cylinder 22 (as can be seen in Figure 8).
  • a change in the amount of grit in the grit bunker 50 changes the inclination of the leveling beam 80 and the distance of the plank tool 60 from the base due to torsion.
  • the distance of the screed tool 60 is therefore automatically corrected and the effects on the height of the distance sensor must be compensated for in the measured signal (correction of the elastic deformation).
  • the elastic deformation of the mastic asphalt paver 1 is thus continuously accommodated by corrections to the height of the leveling cylinders 12, 22, 32, so that the screed tool 60 remains at the predetermined height.
  • the elastic deformations on the mastic asphalt paver 1 also result in a change in position (inclination in the longitudinal direction) of the leveling beam.
  • the measurement data determined by the distance sensor 81 must also be corrected in accordance with the elastic deformation of the mastic asphalt paver 1 (e.g. depending on the amount of chippings in the chippings bunker 50, ie due to the support reaction of the chassis).
  • the calculation of such correction functions is familiar to those skilled in the art.
  • the correction functions can also be determined empirically or optimized. Such procedures are also familiar to those skilled in the art.
  • the height correction of the crawler tracks is simultaneously readjusted using a sliding average over the length of all measured values over a certain distance in front of the mastic asphalt paver 1 and after the mastic asphalt paver 1, for example over a length of +/- 4 m in front of the mastic asphalt paver 1 and behind the mastic asphalt paver 1.
  • a sliding average over the length of all measured values over a certain distance in front of the mastic asphalt paver 1 and after the mastic asphalt paver 1, for example over a length of +/- 4 m in front of the mastic asphalt paver 1 and behind the mastic asphalt paver 1.
  • FIG. 9 shows a schematic representation of a side view of a screed tool 60.
  • This comprises a screed 61, which is connected to a hinge via a first pendulum axis 62, the hinge being connected via a second pendulum axis 66 is mounted on the telescopic spindle 67.
  • the plank tool 60 is connected to the telescopic spindle 67 via the pendulum axis 66.
  • the screed 61 consists of several screed parts, which are connected to one another in an articulated manner in such a way that a continuous, step-free smoothing surface can be achieved with the screed 61.
  • the torsional deformation of the grit bunker 50 causes the plank tool 60 to rotate.
  • the hinges are provided to correct this rotation.
  • the hinges are each connected to the plank 61 with a first hinge leg 63 via the first pendulum axis 62.
  • the second hinge leg 64 is connected to the telescopic spindle 67 via the second pendulum axis 66.
  • the hinge axis runs in the x direction, while the pendulum axes 62 and 66 are aligned in the y direction (see below).
  • the hinge also includes an adjusting screw 65 with which the opening angle of the hinge can be adjusted. In the preferred embodiment, the adjusting screw 65 is adjusted manually; alternatively or additionally, this can be done automatically.
  • the screed 61 is therefore movably attached to the telescopic spindle 67 via pendulum axes 62 and 66 (see above).
  • the pendulum axes 62 and 66 are aligned in the y direction, so that the screed 61 can oscillate in the x direction to absorb the thermal expansion.
  • the height of the plank tool 60 can be adjusted via spindles, preferably motorized, so that, for example, a one-sided slope or a roof slope can be set.
  • the spindles can also be used to continuously change between such gradients.
  • FIG 10 shows a schematic representation of a cross section along a longitudinal axis of a splitting roller 70.
  • the splitting roller comprises several partial rollers 71 and 73, which can be put together modularly depending on the width of the road to be asphalted.
  • Figure 10 shows an example of such a connection area.
  • the partial rollers 71 and 73 each include a roller bearing 72 and 74, respectively Roller axis 75 projects into the roller bearings 72 and 74 on both sides.
  • the roller axis 75 is mounted in the middle on a bearing block 76. In the present case, this has a particularly small width of around 8 mm, so that the distance between the roller parts 71 and 73 is particularly small.
  • the bearing block 76 is dimensioned so that it is flush with the rollers 72 and 74 outside the assembly area. This means that the bearing block 76 fills a space between the rollers 72 and 74 on the circumference. This means that a largely homogeneous splitting and thus in particular a surplus-free or almost surplus-free splitting can be achieved.
  • FIG 11 shows a schematic representation of a side view of a grit bunker 50 with the grit roller 70.
  • the grit roller 70 is connected to the grit bunker 50 via the mounting areas of the bearing blocks 76.
  • the bearing block 76 does not protrude into the grit bunker 50, but is connected to the grit bunker 50 outside.
  • the chipping is not influenced by the mounting area of the bearing block 76, which means that a particularly homogeneous spreading pattern can be achieved.
  • Adjusting means are provided between the grit roller 70 and the grit bunker 50, with which a gap can be set as a passage for the grit (not shown).
  • Figure 12 shows a schematic representation of a sectional view along the line AA of Figure 10, with the grit bunker 50 also being shown in cross section.
  • Figure 12 shows the interior of the grit bunker 50. This is designed in such a way that a continuous channel is provided in the x direction, which is filled with grit during operation and is open to the grit roller. This means that there is grit over the entire width of the grit roller 70 and in particular without any interruptions (which occur, for example, in known systems at the joints of the grit bunker elements). This also achieves a particularly homogeneous chippings pattern when chipping.
  • Figures 10 to 12 show a chipping roller with which a particularly homogeneous chipping pattern can be achieved during chipping, which in turn enables surplus-free chipping.
  • Figure 13 shows a schematic representation of a side view of the crawler chassis 10 with a cardan joint 17, which is arranged centered within the caterpillar of the crawler chassis 15. 13 shows an inclination of the crawler chassis 15 in the yz plane. This means that inclinations in the direction of travel can be accommodated, thus ensuring an optimal position of the mastic asphalt paver.
  • FIG 14 shows a schematic representation of a front view of a crawler chassis according to Figure 13.
  • the crawler chassis 15 is inclined laterally in the xz plane. This means that inclinations perpendicular to the direction of travel can be accommodated.
  • the crawler chassis 10 can adapt to all uneven terrain and thus always ensure a secure footing. All crawler undercarriages 10, 20, 30 and 40 are preferably equipped with gimbal bearings.
  • a mastic asphalt paver is created with which road surfaces with particularly good longitudinal evenness can be created particularly efficiently.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Machines (AREA)

Abstract

L'invention concerne une finisseuse d'asphalte coulé (1) destinée à produire des surfaces de circulation sur un substrat qui comprend au moins une trémie à gravillons (50) dotée d'un dispositif de déchargement de gravillons ; un premier agencement de train de roulement ayant une première unité de train de roulement (15) et un premier mécanisme d'entraînement de train de roulement ainsi qu'un second agencement de train de roulement ayant une seconde unité de train de roulement (25) et un second dispositif d'entraînement de train de roulement, qui sont disposés aux extrémités opposées de la trémie à gravillons (50) par rapport à une direction x ; le premier agencement de train de roulement comprenant un premier pied (11) qui est relié à la trémie à gravillons (50) de façon à pouvoir pivoter par l'intermédiaire d'une première extrémité autour d'un premier axe de pied vertical et qui est relié à la première unité de train de roulement (15) par l'intermédiaire d'une seconde extrémité ; et la première unité de train de roulement étant mobile par rapport à la trémie à gravillons (50) dans la direction verticale par l'intermédiaire d'un premier dispositif de levage, en particulier d'un premier vérin de nivellement (12) ; en particulier un premier vérin de support (13) qui est disposé entre la trémie à gravillons (50) et le premier pied (11) de telle sorte que le premier pied peut pivoter par rapport à la trémie à gravillons (50) par actionnement du premier dispositif de pivotement et en particulier peut être fixé de manière statique, la finisseuse d'asphalte coulé (1) comprenant un dispositif de commande de nivellement, ce par quoi il est possible de commander le premier dispositif de levage, en particulier le premier vérin de nivellement (12), sur la base d'une variable de mesure sur le premier dispositif de levage et/ou sur le premier dispositif de pivotement, en particulier sur le premier vérin de support (13), en particulier sur la base d'une pression dans le premier vérin de nivellement (12) et/ou d'une pression dans le premier vérin de support (13), afin de compenser des déformations sur la finisseuse d'asphalte coulé (1).
EP23724215.1A 2022-04-29 2023-04-28 Finisseuse d'asphalte coulé Pending EP4515037A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH000502/2022A CH719645A1 (de) 2022-04-29 2022-04-29 Gussasphaltfertiger zur Herstellung von Verkehrsflächen.
PCT/EP2023/061335 WO2023209200A1 (fr) 2022-04-29 2023-04-28 Finisseuse d'asphalte coulé

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EP4515037A1 true EP4515037A1 (fr) 2025-03-05

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WO (1) WO2023209200A1 (fr)

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CN118514776B (zh) * 2024-07-23 2024-10-01 龙门实验室 一种三角履带行走机构、可调平车辆及调平方法
CN120250435B (zh) * 2025-06-06 2025-08-15 德州市大成工程有限公司 一种道路工程铺设用的沥青摊铺机

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DE1658532C3 (de) * 1967-07-28 1979-03-15 Sager & Woerner, 8000 Muenchen GuBasphalteinbaugerät
EP2789739A1 (fr) * 2013-04-10 2014-10-15 Leica Geosystems AG Kit de contrôle d'alignement de piste automatique et procédé d'alignement de piste automatisé
US9684308B2 (en) * 2014-11-13 2017-06-20 Wirtgen Gmbh Transport mode conversion

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