JPH0352802Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a paving vehicle such as an asphalt finisher, and more particularly to a paving vehicle that allows one person to drive a vehicle and perform paving work.

[Prior Art] As is well known, in an asphalt finisher, while a vehicle is running, asphalt mixture (paving material) is fed into a hopper provided on the vehicle and sent to a rear screw through a pair of left and right feeders. At this point, it is spread evenly from side to side and then spread evenly with a screed.

[Problems that the invention attempts to solve] By the way, in conventional asphalt finishing, the operator who operates the machine
It requires two workers: a screed operator and an operator (screed man) to operate the screed, and there is a complaint that it is labor-intensive and uneconomical. For this reason, it is desired to automate various tasks associated with road paving so that one worker can perform all operations of the asphalt finisher (one-man operation). When implementing asphalt finishing as a one-man operation, the following problems arose.

(1) Placing a driver in the driver's seat of a moving vehicle is convenient for checking the safety of the front of the vehicle and maneuvering the vehicle, but it is difficult to check the condition of the paved road surface, and It is difficult to perform treatments such as operating the equipment. Furthermore, because it is difficult to see inside the hopper provided in front of the vehicle, there is a risk that paving work will continue even though there is no paving material available.

(2) If a driver's seat is placed at the rear of the vehicle where the leveling device is located, it is convenient for operating the leveling device, but it is also convenient for checking the safety of the front of the vehicle. It is difficult to understand the condition of the paved road surface.

(3) It is preferable to check the paved road surface on the road, but doing so would require getting in and out of a moving vehicle in order to operate the vehicle or leveling equipment, which poses a safety problem.

[Means for Solving the Problems] In order to solve the above-mentioned problems, this invention conveys the paving material stored in the hopper of a traveling vehicle to a leveling device using a feeder to pave the surface. A radio controller for controlling the start and stop of the paving vehicle from the outside of the vehicle, and a radio controller for controlling the paving vehicle to start and stop the paving vehicle performing the work, and a radio controller for controlling the paving vehicle to perform the paving work if the amount of paving material moving on the feeder is less than a predetermined amount for a predetermined time. This system includes a pavement control mechanism that controls the vehicle to stop traveling, and an automatic steering mechanism that causes the vehicle to travel along a travel reference line provided on the road surface.

[Function] In such a paving work vehicle, the traveling vehicle and the leveling device are started and stopped from outside the traveling vehicle using a radio controller, and the control device automatically controls operation when there is no material in the hopper. will be stopped. The vehicle is driven by an automatic steering mechanism along a travel reference line set in advance on the road surface.

[Embodiment] An embodiment of this invention will be described below with reference to FIGS. 1 to 21.

In the figure, reference numeral 1 indicates a running vehicle of Asphalt Finishesier AF, and this running vehicle 1 runs by rotating left and right drive wheels 2a and 2b of a crawler 2 by an engine (not shown) mounted inside the running vehicle. . This asphalt finisher AF can be started, stopped, and steered not only by the operation panel 3a of the cockpit 3 but also by the radio controller 4. A transmission mechanism 5 is interposed between the engine and the drive wheels 2a, 2b. This transmission mechanism 5
are the main clutch 5a and the main clutch 5a.
A transmission 5d inputs the output through the input shaft 5b, decelerates it, and outputs it to the output shaft 5c, and the output of the transmission 5d is transmitted to the drive shaft 2c of the left and right drive wheels 2a, 2b. , 2d, hydraulic cylinders 7a, 7b for engaging and disengaging the left and right steering clutches 6a, 6b, and hydraulic cylinders 7a, 7.
It consists of steering solenoid valves 7c and 7d (see Fig. 17) that actuate the steering clutches 6a and 7b. Therefore, if only one of the left and right steering clutches 6a and 6b is connected, the vehicle can be steered to the opposite side. , if both are turned off, running will be stopped. In addition, the input shaft 5b of this transmission 5d is connected to a feeder 1 for transferring the composite material, which will be described later.
3, 14 and screws 11, 12 via a chain 5f and sprockets 5g, 5h. 14b,
It is also connected to screw drive shafts 11a, 12a via screw clutches 11b, 12b. Further, a speed detector (not shown) for detecting the traveling speed of the traveling vehicle 1 is attached to the transmission 5d.

A hopper 8 is installed at the front of the traveling vehicle 1, and the hopper 8 is configured such that its both sides 8a can be opened and closed left and right by a pair of left and right hydraulic cylinders (hopper opening/closing device) 9. There is. A pair of left and right ultrasonic sensors (hopper side detectors) 10 for detecting objects on the sides of the hopper 8 are disposed on both sides 8a of the hopper 8.
Then, from the inside of the hopper 8 through the inside of the traveling vehicle 1 to the front position of a pair of left and right screws 11 and 12 disposed at the rear of the traveling vehicle 1.
A pair of left and right feeders 1 transport the asphalt mixture (paving material) introduced into the hopper 8.
3 and 14 are arranged, and these feeders 1
The asphalt mixture conveyed by the screws 3 and 14 is uniformly spread in the left-right direction by the screws 11 and 12.

Further, a pair of left and right suspension cylinders 15 are vertically installed on both sides of the traveling vehicle, and a pair of left and right leveling arms 1 are attached to the rods of the suspension cylinders 15.
6 are attached with their front ends rotatably supported by respective pivots 17, whereby each leveling arm 16 swings up and down within a vertical plane along the longitudinal direction of the traveling vehicle 1. It is structured as you like. And each leveling arm 16
A pair of screeds 18 are suspended from the rear end of each of the screws 11 and 12, and are extendable and retractable from side to side, and their base ends are rotatably connected to the upper part of the rear end of the traveling vehicle 1. The ends of the rods of a pair of left and right screed cylinders (hydraulic cylinders) 18a are rotatably connected, and by operating these screed cylinders 18a, each screed 18 is rotated around each axis 17. It is designed so that it can be moved up and down. This screed cylinder 18a is in a state in which it can freely expand and contract without applying pressure oil during paving work. Furthermore, by operating the suspension cylinder 15, each of the pivot shafts 17, which are pivot points of each leveling arm 16, can be moved up and down from their reference positions.

Further, on the upper surface of the traveling vehicle 1, there is an ultrasonic sensor (detector in the hopper) 20 that emits ultrasonic waves toward the hopper 8 side (front side) to detect the presence or absence of a dump truck in the hopper 8. It has been installed,
A hopper side warning indicator light 21 and an in-hopper alarm indicator light 22 are arranged on both sides of the upper surface, respectively. Further, on the partition wall between the rear end of the hopper 8 of the traveling vehicle 1, a pair of left and right feeder gates 23 are vertically movable for adjusting the amount of asphalt mixture conveyed by the feeders 13 and 14. It is freely arranged, and each feeder gate 23
, a pair of left and right paving material detection devices 24, 2 detect the presence or absence of asphalt mixture inside the hopper 8.
5 is installed. These pavement material detection devices 24 and 25 are connected to each feeder gate 23, respectively.
A mounting member 28 having an L-shaped cross section is attached to the lower center of the rear side surface of the mounting member 28 by bolts 26 and nuts 27, and a supporting member is attached to the first mounting piece 28a of the mounting member 28 by bolts 29. 30 and
A support shaft 32 is rotatably supported by a support member 31 fixed to the second mounting piece 28b of the mounting member 28, and a dogleg-shaped detection plate 33 is fixed to the lower center of the support shaft 32. At the same time, the support shaft 32
A detection piece 34 is fixed to the center of the detection plate 33 while maintaining a predetermined angle (obtuse angle) with the detection plate 33.
Above the detection piece 34, the mounting member 28
A limit switch 35 is attached to the second mounting piece 28b, and a first stopper 36 contacts the detection plate 33 to restrict the rotation angle of the support shaft 32, and a first stopper 36 contacts the detection plate 34 to control the rotation angle of the support shaft 32. A second stopper 37 for regulating the rotation angle of the
Each limit switch 35 is fixed to the lower part of the support member 30 and the first mounting piece 28a of the mounting member 28, and each limit switch 35 is activated by pressing the operating piece 35a with each detection piece 34. It is designed to detect asphalt mixture.

A pair of left and right hopper position detection devices 38 and 39 are installed on both sides of the traveling vehicle 1, respectively. These hopper position detection devices 38 and 39 are
As shown in Figure 6, the asphalt finisher
The structure is symmetrical with respect to the center line l of the AF, and the left hopper position detection device 38 will be described in detail, and the description of the right hopper position detection device 39 will be omitted. This left hopper position detection device 38
An L-shaped mounting member 4 is attached to the left side of the vehicle 1.
0, the hopper open detection limit switch 41 and the hopper close detection limit switch 42 are attached with screws 47, with the operating pieces 41a, 42a facing both ends of the mounting member 40, respectively. and each limit switch 41, 42
The left side portion 8a of the hopper 8 that can be opened and closed faces the hopper 8.
The hopper open detection limit switch 4 is attached to the rear plate 8b via mounting members 43 and 44, respectively.
A detection member 45 includes a J-shaped detection piece 45a that comes into contact with the operating piece 41a of 1 when the hopper 8 is in the open state.
and J that comes into contact with the operating piece 42a of the limit switch 42 for detecting hopper closure when the hopper 8 is in the closed state.
A detection member 46 including a letter-shaped detection piece 46a,
It is configured to be attached by bolts 48.

Furthermore, a pair of left and right composite material amount detection devices 49 and 50 are installed near the tips of the screws 11 and 12, respectively. These composite material amount detection devices 49 and 50 are provided with mounting arms 52 and 52 respectively inside cylindrical mounting members 51 and 51 fixed to the upper surfaces of the left and right leveling arms 16 and 16, respectively.
52 is inserted through each leveling arm 16,1.
6 in the outwardly protruding state, the bolt 53
and nuts 54, and lower cylindrical parts 55a, 5 of arm clamp members 55, 55 are attached to the tips of the respective mounting arms 52, 52, respectively.
5a is fitted by a bolt 53 and a nut 54, and is integrally fixed to the upper surface of the lower cylindrical parts 55a, 55a in a state perpendicular to the lower cylindrical parts 55a, 55a. 55b, 55b
The support rods 56, 56 are inserted through the washer 5.
7 and a split pin 58, and a detection box 5 is attached to the rear end of each of the support rods 56, 56.
9 and 60 are fixed, and each of the above-mentioned support rods 5
Mounting blocks 61, 6 are attached to the front ends of 6, 56.
1 is fitted and fixed with bolts 62 and nuts 63, and each mounting block 61,
61, detection paddles 64, 64 are inserted in a state perpendicular to each of the support rods 56, 56, and are fixed by bolts 62 and nuts 63,
Each is configured. Inside each of the detection boxes 59 and 60, lower limit mercury switches 65 and 65 are installed to detect the angle of each of the detection paddles 64 and 64.
are fixed to the upper part of each detection box 59, 60, and upper limit mercury switches 66, 66 are fixed to each detection box 5.
9 and 60 so as to be rotatable by operating mechanisms 67 and 67. By rotating each upper limit mercury switch 66 and 66, each lower limit mercury switch 65 and each Upper limit switch 66,
By adjusting the difference in the mounting angle between the two detection paddles 64 and 66, the dead band (dead band) when detecting the angle of each detection paddle 64, 64 can be adjusted.

A position detection device 68 is attached to the front right side of the asphalt finisher AF. This position detection device 68 detects the position of the asphalt finisher AF based on a driving reference line (reference member) 69 laid on the road surface, and has a pair of left and right optical sensors 89, 90 consisting of a light emitter and a light receiver. It is composed of. In FIGS. 13 and 14, the optical sensors 89 and 90 are respectively fixed to holders 92 and 93 that are attached to a support member 91 so as to be movable left and right. The support member 91 also includes an end member 96 that is inserted into the tip of the cylindrical movable beam 94 and fixed with a tightening bolt 95.
The support member 91 is inserted into an elongated hole 97 and fixed so as to be movable up and down by tightening a bolt 98 screwed into the end member 96. Furthermore, the movable beam 94 is movably fitted into a fixed beam 99 fixed to the front right side of the asphalt finisher AF so as to protrude rightward, and is fixed by a tightening bolt 100. Therefore, in the above configuration, the tightening bolt 100
Loosen the movable beam 94 relative to the fixed beam 99.
Asphalt finish by expanding and contracting
The distance between the position detection device 68 and the AF should be adjusted to correspond to the working conditions at the site, and the bolt 98
The height of the position detection device 68 can be adjusted by loosening the holder, and the holders 92 and 93 can be moved left and right with respect to the support member 91 to adjust the height of each optical sensor 89 and 9.
0 relationship can be finely adjusted.

In addition, the above asphalt finisher AF has
A pavement thickness measuring device is equipped to automatically measure pavement thickness.

Each of the above-mentioned hopper side detectors 10, in-hopper detectors 20, left and right paving material detection devices 24, 25, left and right mixed material amount detection devices 49, 50, left and right optical sensors 8
9, 90, the start/stop and steering output signals from the radio controller 4 or the operation panel 3a are sent to the I/O interface input/output interface on the input side of the control device 75, respectively, as shown in FIG. The signals are input to a central processing unit (CPU) 77 via a phase control interface (Face) 76, and based on these output signals, the central processing unit 77 performs automatic composite material supply processing, and outputs a command signal according to the result. The left and right screw drive shafts 11a, 12a and the left and right feeder drive shafts 13 are connected via the I/O interface 78 of
hydraulically actuated clutches 11b, 12b; 13b, 14b that transmit driving force to the transmission mechanism 5; It outputs to the direction solenoid valves 7c, 7d and the hopper opening/closing solenoid valve 83 which operates each of the hopper opening/closing devices (hydraulic cylinders) 9, respectively.

A part of the electric circuit of the radio controller 4 and the control device 75 will be explained with reference to FIGS. 16 and 17. Figure 16 shows the electrical circuit of the radio controller 4, and 1 in the figure.
11 is a start relay, 112 is a stop relay, 113
is a left turning relay, 114 is a right turning relay,
One end of these is connected to one side of the power source, and the other end is connected to the + side of the power source via a start button 115, a stop button 116, a left turn button 117, and a right turn button 118, respectively. These relays 1
The outputs of 11, 112, 113, and 114 are converted into radio signals in the radio controller 4, and are sent to the antenna 4a.
is sent to the wireless receiver 4b of the control device 75 of the traveling vehicle 1, and is converted into a relay control signal again, and is sent to the a contact 111a and the b contact 112b of each relay in the electric circuit of the control device 75 shown in FIG. , the a-contact 113a, and the a-contact 114a. In FIG. 17, reference numeral 101 is an automatic steering switch whose one end is connected to the + side of the power supply, and one end of each of left and right optical sensors 89 and 90 is connected to the other end of this automatic steering switch 101, respectively. The other ends of the optical sensors 89 and 90 are connected to the first and second optical sensors, respectively.
It is connected to the power supply side via control relays 102 and 103. Further, in the figure, 104 and 105 are third and fourth control relays, 106 and 107 are first and second timers for controlling the left and right steering solenoid valves 7c and 7d, respectively, 108 is a third timer, and 10
9,110 is a steering relay. At one end side of each of the third control relay 104 and first timer 106, each b of the first and fourth control relays 102 and 105 is provided.
While the contacts 102b and 105b are connected in order,
Each other end is connected to the power supply side, and the b contact 1
05b is further connected to the other end of the automatic steering switch 101. In addition, the fourth control relay 1
05, on each one end side of the second timer 107, each b contact 1 of the second and third control relays 103 and 104 is connected.
03b and 104b are connected in order, while each other end is connected to the power supply side, and the b contact is further connected to the other end side of the automatic steering switch 101. Furthermore, the b contacts 103b and 102b of the second and first control relays 103 and 102 are connected to one end of the third timer 108 in order, while the other end is connected to the power supply + side, and the b contact 102
b is connected to the other end of the automatic steering switch 101. On the other hand, the b contact 107b of the second timer 107 and the b contact 109b of the left steering relay 109 are connected to one end of the left steering solenoid valve 7c, and the b contact of the first timer 106 is connected to one end of the right steering solenoid valve 7d. 10
6b and b contact 110b of right steering relay 110
are connected to each other, and the other end of each steering solenoid valve 7c, 7d is connected to the solenoid side.
Further, the b contacts 109b and 110b are further connected in order to the b contact 108b of the third timer 108, the b contact 112b of the stop relay 112, and the self-holding relay 119, and the other end of the self-holding relay 119 is A contact 11 of relay 111
1a and the a contact 119a of the self-holding relay 119 are connected in parallel, and both contacts 111a, 119a
The other end is connected to the + side of the power supply. Here, as shown in FIG. 18, the first and second timers 106 and 107 are of a pulse type in which ON and OFF are repeated at regular time intervals, and each time interval between ON and 0FF is T ₁ and T ₂ . can be changed arbitrarily. Also,
The third timer 108 is of a normal type and remains ON for a certain period of time.

Next, the operation of the paving vehicle configured as described above will be explained.

First, for starting and stopping operations, the control device 7
This will be explained with reference to FIGS. 15 and 16 showing the processing contents of step 5. When moving the paving work vehicle to the work site, the worker should sit in the driver's seat 3 and press the operation panel 3.
a, but adjustments to the position after arriving at the scene can also be made by leaving the traveling vehicle 1 and operating the radio controller 4 as follows (in this case, the automatic operation (The opposite switch 101 is set to OFF). That is, by pressing the start button 115 of the radio controller 4, the start relay 111 is activated.
ON, this signal is wirelessly started, received by the control device 75, and the a contact 111a is turned ON.
As a result, the self-holding relay 119 is energized and its a contact 119a is turned on. B contact 112b,
108b, 109b, 107b, 110b, 10
6b are all closed, so the steering solenoid valves 7c, 7
d is excited and switched, and the hydraulic cylinders 7a, 7
b is activated, the steering clutches 6a and 6b are connected, and the output of the transmission 5d is transmitted to the left and right drive wheels 2a and 2b. Self-holding relay 11
9 works, even if the start button 115 is released and the start relay 111 is de-energized, the steering solenoid valves 7c, 7
The excitation of d is never released. In this state, when the left turn button 117 of the radio controller 4 is pressed, the left turn relay 113 is energized, and its a contact 113
a turns on, the left steering relay 109 is energized, its b contact 109b is separated, and the left steering solenoid valve 7
c is deenergized, the left hydraulic cylinder 7a operates to disconnect the left steering clutch 6a, and as a result, only the right drive wheel 2b is rotated, and as a result, the traveling vehicle 1 is steered to the left. In addition, when steering to the right, the same process is performed, and when the stop button 116 of the radio controller 4 is pressed, the stop relay 112 is energized, its b contact 112b is turned off, and the a contact 11 is turned off.
9a is turned off and the traveling vehicle 1 stops.

Next, the operation of the pavement control mechanism will be explained based on the flowchart of FIG. 19.

First, in a normal state where there is sufficient asphalt mixture inside the hopper 8, the control device 75 sends the mixture supply command signal to the left and right screw solenoid valves and the left and right feeder solenoid valves, as shown in step SP1. By outputting to the valve, each screw drive shaft 11a, 12a and each feeder drive shaft 13a, 14a are interlocked with the work drive shaft 5e, and each screw 11, 12 and each feeder 1
3 and 14 are driven, the asphalt mixture inside the hopper 8 is uniformly spread left and right by the feeders 13 and 14 and the screws 11 and 12 at the rear of the traveling vehicle 1. It is laid flat with a pair of left and right screeds 18, 18. In this state, when the control device 75 determines the output signals of the respective paving material detection devices 24 and 25 as shown in step SP2, the asphalt mixture being conveyed by the respective feeders 13 and 14 is detected at the bottom of each feeder gate 23. Paving material detection device 2 installed in
4 and 25 are rotated counterclockwise around the support shaft 32 in FIG. 4, and as a result, the support shaft 32 and the detection piece fixed to the support shaft 32 34 rotates counterclockwise, and the actuating piece 35a of the limit switch 35
Since the actuating piece 35a is rotated clockwise around its support shaft, the control device 75
determines that the asphalt mixture is in the hopper 8 based on the ON signal of each pavement material detection device 24, 25, and outputs the output from each mixture amount detection device 49, 20 as shown in step SP3. Performs signal discrimination processing.

At this time, if less than the required amount of asphalt mixture is accumulated at the end of each screw 11, 12, each mixture amount detection device 49, 50
Since the detection paddles 64 and 64 have been lowered below a predetermined angle and the mixed material amount detection devices 49 and 50 are in the OFF state, the control device 75
Returning to SP2, each pavement material detection device 24, 2
5, the output signal is discriminated. On the other hand, if more asphalt mixture than the required amount accumulates at the end of each screw 11, 12, the detection paddles 64, 64 of each mixture amount detection device 49, 50 will reach the required angle or more. and each mixed material amount detection device 4
Since the solenoid valves 9 and 50 are in the ON state, the control device 75 controls the solenoid valves 78 and 80 for each screw and the solenoid valve 8 for each feeder, as shown in step SP4.
1 and 82 to stop driving each screw 11 and 12 and each feeder 13 and 14, and stop supplying the asphalt mixture. And the control device 7
5, as shown in step SP5, monitors the output signal of each mixture amount detection device 49, 50, waits until the asphalt mixture at the end of each screw 11, 12 becomes less than the required amount, and detects the required amount. When the temperature is below, as shown in step SP1, each solenoid valve 79,
A command signal is sent to the screws 80, 81, and 82, and the screws 11, 12 and the feeders 13, 14 start supplying the asphalt mixture.

In this way, when there is asphalt mixture inside the hopper 8, the control device 75 executes the processing loop LP1 consisting of steps SP2 and SP3 (the asphalt mixture at the end of each screw 11, 12 is required). or a processing loop LP2 consisting of steps SP1 to SP5 (each screw 11,
The amount of asphalt mixture at the end of 12 is more than the required amount), but when there is no more asphalt mixture inside the hopper 8, each paving material detection device 24,
In FIG. 4, the detection plate 33 of 25 rotates clockwise around the support shaft 32, and the detection piece 34 in contact with the actuating piece 35a of the limit switch 35 rotates clockwise. Then, the output signal of each pavement material detection device 24, 25 is turned OFF.
state. As a result, the control device 75 controls each paving material detection device 24, 25 in step SP2.
Check that the output signal of is in the OFF state,
Proceed to step SP6. In step SP6,
Using the timer function of the central processing unit 77 of the control device 75, each of the paving material detection devices 24, 2
5. Time the OFF state. And the control device 7
5, as shown in step SP7, determines whether a preset time (for example, 10 seconds) has elapsed, and if each paving material detection device 24, 25 returns to the ON state before the set time elapses. For example, the normal processing shown in the processing loops LP1 and LP2 is resumed. Furthermore, if each of the paving material detection devices 24 and 25 remains in the OFF state even after the set time has elapsed, it is determined that there is no asphalt mixture in the hopper 8, and
The control device 75 operates the left and right steering solenoid valves 7c and 7d to control the steering clutch 6 in the transmission mechanism 5.
a, 6b and stop the traveling vehicle 1, and operate the left and right screw solenoid valves 79, 80 and the left and right feeder solenoid valves 81, 82,
The left and right screw clutches 11b and 12b are separated from the left and right feeder clutches 13b and 14b, and the supply of asphalt mixture to the screed 18 is stopped (see step SP8).

Next, as shown in step SP9, the control device 75 determines the output signal of the in-hopper detector 20, and determines whether the output signal of the in-hopper detector 20 is in the OFF state or
That is, the system waits until the dump truck is removed from the hopper 8. In this case, while the hopper detector 20 is in the ON state, the control device 75 turns on the hopper alarm indicator light 20, stops the operation of the hopper opening/closing device 9, and prohibits the hopper 8 from closing (interlock). )do.

Subsequently, when the hopper internal detector 20 is turned OFF, the control device 75 outputs a command signal to the hopper opening/closing solenoid valve 83, and the hopper opening/closing device 9 closes both sides 8a of the hopper 8 to open the hopper. Both sides 8
Transfer the asphalt mixture remaining in a to each feeder 1.
3 and 14 (see step SP10), the output signal of each hopper side detector 10 is determined as shown in step SP11. At this time, if the hopper side detector 10 is in the ON state, the control device 75 lights up the hopper side alarm indicator light 21 and stops the operation of the hopper opening/closing device 9 until the hopper side detector 10 is in the ON state. and prohibits (interlock) the hopper 8 from opening. Then, when the hopper side detector 10 becomes OFF, the control device 75
As shown in step SP12, the hopper opening/closing device 9 is operated by the hopper opening/closing solenoid valve 83, and the hopper 8 is opened.

Next, the worker guides a new dump truck loaded with asphalt mix material, and after the asphalt mix material is put into the hopper 8, when the worker presses the start switch, the control device 75 starts the driving vehicle 1.
(see step SP13), returns to step SP1, and resumes normal composite material supply processing.

In this way, each detection device 24, 25, 4
9, 50 and the detectors 10, 20, if there is asphalt mixture inside the hopper 8, the control device 75 automatically and stably performs the normal mixture supply process. At the same time, if the asphalt mixture in the hopper 8 runs out, immediately stop the running of the asphalt finisher AF and the supply of asphalt mixture to the rear, and replenish new asphalt mixture safely. To ensure that the work can be carried out reliably and to promptly restart mixed material supply work.

Next, the operation of the automatic steering mechanism is shown in Figures 17 and 20.
The explanation will be made mainly with reference to the figures and FIG. 21. In FIG. 20, when the optical sensors 89 and 90 are shown in white, they are not detecting the running reference line 69, and when they are filled in black, they are detecting the running reference line 69. Further, in FIG. 17, it is assumed that the automatic steering switch 101 is turned on.

First, in the state shown at the bottom of FIG.
is detected and turned ON, and the first and second control relays 102 and 103 operate to close the b contact 10.
2b and 103b are cut. And third,
4th control relay 104, 105, 1st, 2nd, 3rd timer 106, 107, 108 are all OFF
In this state, the left and right steering solenoid valves 7c and 7d are ON, and the asphalt finisher AF moves straight.

From this state, the asphalt finisher AF shifts to the right and the right optical sensor 90 detects the traveling reference line 6.
When 9 is no longer detected, the second control relay 103 is turned off and the b contact 103b is turned on. This allows the second
When the timer 107 is turned on, it will look like the one shown in Figure 18.
An ON-OFF pulse signal is sent to the b contact 107b, the left steering solenoid valve 7c is intermittently turned on and off, and the asphalt finisher AF turns to the right. Then, the running direction is corrected, and the shift to the right is eliminated.

Furthermore, as shown in FIG. 20, if the shift occurs further to the right from the above-mentioned state of shift to the right, the left optical sensor 89 also turns OFF and the first control relay 102
is disconnected, and its b contact 102b is turned on. However, when the fourth control relay 105 is ON, the b contact 105
b has expired, the first timer 106 and the third
Control relay 104 is OFF, b contact 106b is
ON, b contact 107b remains OFF, the same state as above is maintained, and the asphalt finisher
AF maintains a turning state to the left. This results in
The asphalt finisher AF keeps turning to the left and runs until both optical sensors 89 and 90 turn ON.
When turned ON, the vehicle changes to a straight-ahead state as described above.

Similarly, when the vehicle deviates to the left, the right turning state is maintained until both optical sensors 89 and 90 are turned on, and the traveling direction is corrected. Furthermore, when both optical sensors 89 and 90 are both turned off,
B contact 1 of the first and second control relays 102 and 103
Since 02b and 103b are turned on, the third timer 108 is turned on. As a result, the b contact 108b is disconnected after a certain set time (T ₀ ), and the left and right steering solenoid valves 7c and 7d are turned OFF.
Traveling is stopped (see the right part of Figure 21). on the other hand,
Before the above set time elapses, the left and right optical sensors 8
When either 9 or 90 turns ON, the first and second
Either control relay 102 or 103 is turned on, and third timer 108 expires. Therefore, there is no stopping of running.

In this manner, in the above-mentioned steering device, when the asphalt finisher AF deviates to the left or right and one of the optical sensors 89, 90 does not detect the travel reference line 69, the control device 75 operates to The asphalt finisher AF is turned left and right until the optical sensors 89 and 90 detect the traveling reference line 69, and the steering is automatically performed. Furthermore, since the first and second timers 106 and 107 are designed to emit pulse signals, the turning operation is performed gradually and intermittently, and there is no risk of excessive turning and meandering. The ON-OFF interval of the pulse signal can also be set optimally.

Note that even when the automatic steering switch 101 is turned ON and the automatic steering mechanism is operating, the asphalt finish switch is not activated for safety reasons.
If you want to stop the AF in an emergency, press the stop button 116 on the radio controller 4 to turn off the stop relay 112 and stop the asphalt finisher AF from running. In addition, if automatic steering cannot be performed due to reasons such as the inability to arrange the reference member 69, the automatic steering switch 101 is turned OFF.
It can be operated by the radio controller 4.

[Effects of the invention] As detailed above, this invention is a paving work in which the paving material stored in the hopper of the traveling vehicle is sent to the leveling device by the feeder while the traveling vehicle is running. Since the work vehicle is equipped with a radio controller that controls the start and stop of the paving work vehicle from outside the vehicle, it is possible to start and stop the paving work vehicle from outside the vehicle, and the driver can control the start and stop of the paving work vehicle from outside the vehicle. This means that paving work can be well monitored, high-quality paving is achieved, there is no need to risk climbing onto moving vehicles, and at the same time, emergency stopping is easy and safe. Highly sexual. In addition, we have installed a paving control mechanism that controls the paving vehicle to stop traveling if the amount of paving material moving on the feeder is less than a predetermined amount for a predetermined period of time, so it is possible to monitor the inside of the hopper, which is difficult to see. There is no need and there is no risk of continuing to pave despite the lack of paving material. Furthermore, since we have installed an automatic steering mechanism that allows the vehicle to travel along a driving reference line set on the road surface, the driver does not have to operate the steering device each time to steer the vehicle and can monitor paved areas. This allows for one-man operations, such as safety checks and other peripheral work. In other words, the invention of the present application has the minimum configuration to perform safe and high-quality paving work with a small number of people, and does not require large-scale equipment, development of a huge amount of software, or frequent maintenance. The above objective can be achieved at low cost without the need for

[Brief explanation of the drawing]

Figures 1 to 21 show an embodiment of this invention, in which Figure 1 is a plan view of the asphalt finisher, Figure 2 is a side view of the asphalt finisher, and Figure 3 is the drive of the asphalt finisher. Fig. 4 is an explanatory diagram of the feeder gate section, Fig. 5 is a sectional view taken along the - line in Fig. 3, Fig. 6 is an explanatory diagram of the hopper position detection device, Fig. 7
The figure is an enlarged explanatory view of the hopper position detection device, Figure 8 is a sectional view taken along the - line in Figure 6, Figure 9 is a plan view of the mixed material amount detection device, and Figure 10 is taken along the - line in Figure 9. A cross-sectional view along Fig. 11 is - of Fig. 10.
A cross-sectional view along the line, Fig. 12 is - of Fig. 11.
13 is a plan view of the main part of the position detection device, and FIG. 14 is a cross-sectional view along the line shown in FIG. 13.
15 is a schematic diagram of the control device of the asphalt finisher, FIG. 16 is the electric circuit of the radio controller, FIG. 17 is a circuit diagram of a part of the control device, and FIG. 18 is a diagram of the timer. An explanatory diagram of the output form, Fig. 19 is a flowchart of the mixture supply control system, Fig. 20 is an explanatory diagram showing an example of control by the automatic steering mechanism, and Fig. 21 is a timing chart of the control example of Fig. 20. . 1... Traveling vehicle, 4... Radio controller, 8... Hopper, 13, 14... Feeder, 18... Screed, 24, 25... Paving material detection device, 75...
...control device, 89,90...optical sensor, AF...
Asphalt finish.

Claims (1)

[Scope of Claim for Utility Model Registration] In a paving work vehicle that performs paving work by sending paving material stored in a hopper of the traveling vehicle to a leveling device by a feeder while the traveling vehicle is traveling, a radio controller that externally controls the start and stop of the paving vehicle; and a pavement control that controls the paving vehicle to stop traveling if the amount of paving material moving on the feeder is less than a predetermined amount for a predetermined time. A paving work vehicle characterized by being equipped with a mechanism and an automatic steering mechanism that causes the vehicle to travel along a travel reference line provided on a road surface.